First drive in the Maserati Grecale Folgore SUV: Italian luxury is going all-electric and we love it
Italian luxury automaker Maserati is now entering its fourth year of its 100% electric strategy and sits on the precipice of launching its second BEV model – the Grecale Folgore SUV. I got invited to Southern Italy to take the Grecale Folgore to the road (and off the road) to see if the famed automaker’s niche for power and luxury translates to the all-electric age.
Table of contents
Background on a legacy Italian automaker
Maserati S.p.A is celebrating 110 years in automotive later this year, and during its run, it has stayed true to its Italian roots. Founded in Bologna and currently headquartered in Modena, the “Trident” brand operates under the Stellantis umbrella.
Following suit with its parent company, Maserati has made firm commitments to electrification (we love to see it), especially as many of its Italian sports car competitors drag their feet on the matter. In 2020, Maserati shared a five-year strategy to transition to BEVs, developing and selling all-electric versions of each one of its models.
Maserati called these variants “Folgore,” which is Italian for “lightning,” donning a “rame” (copper) badge that epitomizes a vital material in BEV components. That initial strategy began with the announcement of two all-electric models – the GranTurismo Folgore and the Maserati Grecale Folgore.
The GranTurismo arrived first, launching in late 2022 before hitting the market in 2023. Simultaneously, Maserati began teasing its all-electric follow-up, the Grecale Folgore – a bespoke electric version of combustion SUV that initially launched as a 2023 model and has found a large audience of female drivers (over 40%).
As the Grecale Folgore approaches the start of sales soon, Maserati invited media out to its native Italy to test out the SUV first-hand. Here are my thoughts.
Electric Maserati Grecale Folgore features and specs
As the first all-electric SUV, a lot is riding on the success of the Grecale Folgore, but it should fare relatively well. First, I want to share what I was working with in my travels around the Mediterranean in Italy.
I drove a dual-motor AWD in Folgore’s signature “Rame” paint, a shimmery matte that looks grey in darker lighting, then shines in a brighter copper in the sun (see above). I found all three exterior shades stunning in the Italian sun but was partial to the Rame tint, especially with the copper accents throughout the SUV you can see above and below.
Alright, let’s start with the specs before I share my thoughts. The Grecale Folgore is the first model to sit atop Maserati’s all-electric Giorgio platform, consisting of 33 modules housing lithium-ion cells. Those translate to a whopping 105 kWh pack (97 kWh usable) weighing 1,500 pounds. This is by no means a light and nimble EV, but Maserati aimed to deliver the power it has been celebrated for over the last century.
Two 205 kW electric drive motors provide 820 Nm (~604 lb-ft) of torque and propel the SUV to 0-100 km/h (0-62 mph) in 4.1 seconds. It’s not exactly “Folgore”-fast on the straightaway, but it certainly gets the job done. More on that in a bit.
Giorgio is a 400V platform, so its charging capabilities are unfortunately limited. The Grecale Folgore can reach a top DC charge rate of 150 kW. That equates to a 20-80% charge in about 29 minutes (again, 400V platform). We plugged it in on an IONITY pile and got as high as 122 kW, which reflects the charger itself, not the BEV.
AC charging can reach 22 kW, almost double the rate of your average 400V EV, which is a big plus, especially when you figure most owners will be charging primarily at home. Speaking of which, each all-electric Grecale Folgore comes with an AC cable and a Maserati-branded Level 2 charger included—a big perk.
Let’s move inside this copper-clad bad boy next. Here are some pics of the interior:
Maserati branded luxury, with a modern-day spin
While the Grecale Folgore may not be the fastest all-electric SUV on today’s roads, it’s still a Maserati, and the automaker skipped no steps in ensuring its customers experience comfort, class, and quality during every drive.
The cockpit screams quality, starting with the unique ECONYL seats that feature a black/copper combination separated by a superb lasering technique you can view above. The texture is unique, comfortable, and most importantly (to me) sustainable – utilizing recycled materials like plastic bottles and fishing nets for a second life. The design also allows for impressive ventilation plus heat and AC. You KNOW I love an air-conditioned seat. I kept that setting on the entire day and loved it.
Maserati opted away from a head-up display on the electric Grecale in favor of a crystal clear cluster screen flush in the dashboard that was easily visible while driving. The Grecale Folgore is also the first Maserati to feature a digital version of its signature clock in the center of the dash.
The center display was easy to navigate and didn’t require much tap-through. Especially since you can adjust regenerative braking and drive modes directly from the steering wheel, some customers will prefer more physical buttons, especially with the HVAC controls Still, I dug them and had no trouble using them, even while driving.
The park/drive settings are physical buttons in the center display, which I was not a fan of. I admittedly got in the driver’s seat to start the day and had to ask my ride partner how the hell to put the thing into drive. I didn’t see them at first. I can’t speak to the nav system because Maserati had us use Google Maps from a phone. Still, I’d probably go that route (literally and figuratively, anyway) because most infotainment maps suck.
The software was sometimes a little buggy, lagging or giving a black screen for a second, but nothing major. Overall, the vehicle stats and diagnostics were superb in real-time. You can monitor many interesting metrics from the center display, including things like consumption rate, efficiency, and the regen functions. Check it out:
I have more thoughts on the regen below. Lastly, the interior of the electric Grecale was roomy. It’s a relatively small-looking SUV from the outside, but its 2,903 mm wheelbase and completely flat Giorgio platform offer a lot of space for passengers and cargo. The backseat has ample legroom, and the trunk is sneaky big. Especially when you put the seats down. No frunk though. Not a huge loss, but it would be nice to have that extra space for luggage, tools, or all the seafood I consumed during my visit (SO much fish).
After getting a feel for the all-electric Maserati Grecale Folgore (say that five times fast), I was off, putting it through its paces around the countryside and quaint towns around Southern Italy; here are my thoughts.
Grecale Folgore is a decent start in electric Maseratis
The first impression behind the wheel of the Grecale Folgore is a feeling of comfort and quietness. The laminate windows keep the outside world out, although some wind noise can be heard at higher speeds, which is to be expected.
The four drive modes (Max Range, GT, Sport, and Off-Road) were easy to switch through, although I noticed little differences. The regenerative braking is available in four levels, from an ICE-esque roll to a stiffer D- setting. As I always say, I’m a massive proponent of one-pedal driving, and this SUV did not suit my preferences. Even the highest regen required plenty of braking.
Sport mode was the most fun as we got out onto open, windy roads along the Italian coast, away from speed traps, stiffening the suspension a bit with a polarizing feature – simulated engine noises. That’s right, Maserati, no strangers to boisterous engines, added speakers inside and out of the Grecale Folgore to give it a more powerful feel audibly – the most prominent in Sport mode.
I’m personally indifferent since I’m usually blasting Blink-182 anyway, but I can see why some people would want the revving noises and some wouldn’t. Here’s the kicker, though: you can’t turn the sound off. Keep the feature for sure, but give customers the option to silence it if they want.
Aside from Sport Mode, we also got the opportunity to take the Grecale Folgores off-road… which, in my opinion, was more like “off-the-road.” We trekked through large puddles and mud on a dirt road to showcase the SUV’s versatility at a lifted height. It’s a nice feature and good to have for unpaved terrain, but the suspension was still pretty bumpy, so it felt a little gimmicky to me. I wouldn’t take this EV true off-roading because it probably couldn’t handle it, it’s also just too pretty to get all muddy.
While on paper, the acceleration of the all-electric Maserati Grecale is just average, its power can’t be looked over, and it’s still a well-designed vessel for overtaking slow drivers or whipping around hairpin turns. It didn’t feel as sporty of a ride as you’d imagine when you think of the Trident brand, but its makers describe the SUV as a well-rounded, versatile EV, and I won’t disagree.
Overall, the quality of the Grecale Folgore shines, especially in its interior. I’m personally indifferent to the exterior design and found it a little boring from a side profile, but that copper paint is a winner on this one. Its 426 km (264 miles) WLTP range leaves a bit to be desired for the average consumer, but most of those customers likely won’t need more than that driving to and from work.
That heavy battery pack certainly plays a significant role, but Maserati really wanted to deliver full AWD power, but that’s at the cost of efficiency. I would have liked to see a dynamic motor function that automatically turns off the front motor when appropriate to maximize range, but that’s easier said than done.
We don’t have official pricing for the electric Maserati Grecale Folgore yet, but I’d surmise it starts at an MSRP between $90,000 and $100,000. Considering the specs you get, it’s too rich for my blood, but most Maserati customers are buying for the logo and the luxury; this is also an SUV, after all. If you want speed, go for one of the electric coupes.
Overall, the Grecale Folgore is a step in the right direction for Maserati, but efficiencies could be improved in future models to really max out range and performance. They’ve got the look and feel down for sure, though. I was also quite impressed at the brand’s dedication to BEVs in the future. It’s refreshing to see a company rooted in loud, combustion sports cars tout the foresight to get with the times and adapt its ethos to fit that future.
I’m looking forward to the official debut of the GranCabrio Folgore next month, as well as some other surprises that may or may not be coming to light later this year. I plan to keep you in the loop on all that as soon as I can, so be sure to check back with Electrek soon. Catch you on the next one.
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After years of teasing that other automakers would license Tesla’s Full Self-Driving (FSD) system, Elon Musk has now admitted that no other automakers want to license it.
“They don’t want it!” He says.
For years, the bull case for Tesla (TSLA) has relied heavily on the idea that the company isn’t just an automaker, but an “AI and robotics company”, with its first robot product being an autonomous car.
CEO Elon Musk pushed the theory further, arguing that Tesla’s lead in autonomy was so great that legacy automakers would eventually have no choice but to license Full Self-Driving (FSD) to survive.
Back in early 2021, during the Q4 2020 earnings call, Musk first claimed that Tesla had “preliminary discussions” with other automakers about licensing the software. He reiterated this “openness” frequently, famously tweeting in June 2023 that Tesla was “happy to license Autopilot/FSD or other Tesla technology” to competitors.
The speculation peaked in April 2024, when Musk explicitly stated that Tesla was “in talks with one major automaker” and that there was a “good chance” a deal would be signed that year.
We now know that deal never happened. And thanks to comments from Ford CEO Jim Farley earlier this year, we have a good idea why. Farley, who was likely the other party in those “major automaker” talks, publicly shut down the idea of using FSD, stating clearly that “Waymo is better”.
Now, Musk appears to have given up on the idea of licensing Tesla FSD. In a post on X late last night, Musk acknowledged that discussions with other automakers have stalled, claiming that they asked for “unworkable requirements” for Tesla.
The CEO wrote:
“I’ve tried to warn them and even offered to license Tesla FSD, but they don’t want it! Crazy …
When legacy auto does occasionally reach out, they tepidly discuss implementing FSD for a tiny program in 5 years with unworkable requirements for Tesla, so pointless.”
Suppose you translate “unworkable requirements” from Musk-speak to automotive industry standard. In that case, it becomes clear what happened: automakers demanded a system that does what it says: drive autonomously, which means something different for Tesla.
Legacy automakers generally follow a “V-model” of validation. They define requirements, test rigorously, and validate safety before release. When Mercedes-Benz released its Drive Pilot system, a true Level 3 system, they accepted full legal liability for the car when the system is engaged.
In contrast, Tesla’s “aggressive deployment” strategy relies on releasing “beta” (now “Supervised”) software to customers and using them to validate the system. This approach has led to a litany of federal investigations and lawsuits.
Just this month, Tesla settled the James Tran vs. Tesla lawsuit just days before trial. The case involved a Model Y on Autopilot crashing into a stationary police vehicle, a known issue with Tesla’s system for years. By settling, Tesla avoided a jury verdict, but the message to the industry was clear: even Tesla knows it risks losing these cases in court.
Meanwhile, major automakers, such as Toyota, have partnered with Waymo to integrate its autonomous driving techonology into its consumer vehicles.
Electrek’s Take
The “unworkable requirements for Tesla” is an instant Musk classic. What were those requirements that were unachievable for Tesla? That it wouldn’t crash into stationary objects on the highway, such as emergency vehicles?
How dare they request something that crazy?
No Ford or GM executive is going to license a software stack that brings that kind of liability into their house. If they license FSD, they want Tesla to indemnify them against crashes. Tesla, knowing the current limitations of its vision-only system, likely refused.
To Musk, asking him to pay for FSD’s mistakes is an “unworkable requirement.” It’s always a driver error, and the fact that he always uses hyperbole to describe the level of safety being higher than that of humans has no impact on user abuse of the poorly named driver assistance systems in his view.
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Environment
CPSC warns Rad Power Bikes owners to stop using select batteries immediately due to fire risk
In an unprecedented move, the US Consumer Product Safety Commission (CPSC) has issued a public safety warning urging owners of certain Rad Power Bikes e-bike batteries to immediately stop using them, citing a risk of fire, explosion, and potentially serious injury or death.
The warning, published today, targets Rad’s lithium-ion battery models RP-1304 and HL-RP-S1304, which were sold with some of the company’s most popular e-bikes, including the RadWagon 4, RadRunner 1 and 2, RadRunner Plus, RadExpand 5, RadRover 5 series, and RadCity 3 and 4 models. Replacement batteries sold separately are also included.
According to the CPSC, the batteries “can unexpectedly ignite and explode,” particularly when exposed to water or debris. The agency says it has documented 31 fires linked to the batteries so far, including 12 incidents of property damage totaling over $734,000. Alarmingly, several fires occurred when the battery wasn’t charging or when the bike wasn’t even in use.
Complicating the situation further, Rad Power Bikes – already facing significant financial turmoil – has “refused to agree to an acceptable recall,” according to the CPSC. The company reportedly told regulators it cannot afford to replace or refund the large number of affected batteries. Rad previously informed employees that it could be forced to shut down permanently in January if it cannot secure new funding, barely two weeks before this safety notice was issued by the CPSC.
For its part, Rad pushed back strongly on the CPSC’s characterization. A Rad Power Bikes Spokesperson explained in a statement to Electrek that the company “stands behind our batteries and our reputation as leaders in the ebike industry, and strongly disagrees with the CPSC’s characterization of certain Rad batteries as defective or unsafe.”
The company explained that its products meet or exceed stringent international safety standards, including UL-2271 and UL-2849, which are standards that the CPSC has proposed as a requirement but not yet implemented. Rad says its batteries have been repeatedly tested by reputable third-party labs, including during the CPSC investigation, and that those tests confirmed full compliance. Rad also claims the CPSC did not independently test the batteries using industry-accepted standards, and stresses that the incident rate cited by the agency represents a tiny fraction of a percent. While acknowledging that any fire report is serious, Rad maintains that lithium-ion batteries across all industries can be hazardous if damaged, improperly used, or exposed to significant water intrusion, and that these universal risks do not indicate a defect specific to Rad’s products.
The company says it entered the process hoping to collaborate with federal regulators to improve safety guidance and rider education, and that it offered multiple compromise solutions – including discounted upgrades to its newer Safe Shield batteries that were a legitimate leap forward in safety in the industry – but the CPSC rejected them. Rad argues that the agency instead demanded a full replacement program that would immediately bankrupt the company, leaving customers without support. It also warns that equating new technology with older products being “unsafe” undermines innovation, noting that the introduction of safer systems, such as anti-lock brakes, doesn’t retroactively deem previous generations faulty. Ultimately, Rad says clear, consistent national standards are needed so manufacturers can operate with confidence while continuing to advance battery safety.
Lithium-ion battery fires have become a growing concern across the US and internationally, with poorly made packs implicated in a rising number of deadly incidents.
While Rad Power Bikes states that no injuries or fatalities have been tied to these specific models, the federal warning marks one of the most serious e-bike battery advisories issued to date – and arrives at a moment when the once-dominant US e-bike brand is already fighting for survival.
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Environment
Rivian’s e-bike brand launches $250 smart helmet with breakthrough safety tech and lights
ALSO, the new micromobility brand spun out of Rivian, just announced official pricing for its long-awaited Alpha Wave helmet. The smart helmet, which introduces a brand-new safety tech called the Release Layer System (RLS), is now listed at $250, with “notify for pre-order” now open on ALSO’s site. Deliveries are expected to begin in spring 2026.
The $250 price point might sound steep, but ALSO is positioning the Alpha Wave as a top-tier lid that undercuts other premium smart helmets with similar tech – some of which push into the $400–500 range. That’s because the Alpha Wave is promising more than just upgraded comfort and design. The company claims the helmet will also deliver a significant leap in rotational impact protection.
The RLS system is made up of four internal panels that are engineered to release on impact, helping dissipate rotational energy – a major factor in many concussions. It’s being marketed as a next-gen alternative to MIPS and similar technologies, and could signal a broader shift in helmet safety standards if adopted widely.
Beyond protection, the Alpha Wave also packs a surprising amount of tech. Four wind-shielded speakers and two noise-canceling microphones are built in for taking calls, playing music, or following navigation prompts. And when paired with ALSO’s own TM-B electric bike, the helmet integrates with the bike’s onboard lighting system for synchronized rear lights and 200-lumen forward visibility.
The helmet is IPX6-rated for water resistance and charges via USB-C, making it easy to keep powered up alongside other modern gear.
Electrek’s Take
This helmet pushes the smart gear envelope. $250 isn’t nothing, but for integrated lighting, audio, and what might be a true leap forward in crash protection, it’s priced to shake things up in the high-end helmet space.
One area I’m not a huge fan of is the paired front and rear lights. Cruiser motorcycles have this same issue, with paired tail lights mounted close together sometimes being mistaken for a conventional four-wheeled vehicle farther away. I worry that the paired “headlights” and “taillights” of this helmet could be mistaken for a car farther down the road instead of the reality of a much closer cyclist. But hey, we’ll have to see.
The tech is pretty cool though, and if the RLS system holds up to its promise, we might be looking at the new bar for premium e-bike head protection.
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