Maserati's Quattroporte is intended as a sporting luxury alternative to the German prestige establishment. We found that even the softest setup in the three-model Quattroporte range is a good track companion. We hauled an automatic transmission Quattroporte Executive GT around three of Millbrook Proving Ground's extreme testing facilities. A road test and some fantastic Millbrook laps next to former Ferrari GP racer (and current GT3 pilot), Ivan Capelli, iced an extraordinary day.

Less than 300 Maserati Quattroportes will be sold this year in the UK, so it's an exclusive car. Add sensational Italian coachwork by Pininfarina and a beautifully crafted interior to the appeal. Front or rear, this well-balanced V8 with an absorbent ride is a good place to be, featuring the intimate special sense of occasion that many rivals lack.

The automatic option is the proven ZF six-speed unit found in big Audis, Jaguars and BMWs (Mercedes-Benz has its own seven-speed box of tricks). It shifts seamlessly, working to its highest speed application (7200rpm) in the Maser.

On the road route, the test car lacked the optional paddle shifters, though I was happy with stick changes. We did try the paddle shifters on track, during wheel twirling sessions, but found their fixed position on the steering column (not on the wheel itself) cumbersome.

The naturally aspirated V8 engines used in the three-model range differ, but all yield 400bhp from 4.2 litres, which is only a little less than the arguably more sporting V8 fitted to the Audi RS4 and R8. That's enough to claim 0-62mph in 5.9 seconds and, with the auto' 'box, 169 unrestricted mph. The downside, unsurprisingly, is fuel economy; we struggled to return 20mpg on the road route. Deploying the free revving eight's 4000-7000rpm range regularly, you'll get 15-17mpg...

Significant differences amongst the Maserati V8s see the automatic served by a wet-sump unit (identified by blue cam covers) that gives slightly more torque than the dry-sump lubrication unit found in the DuoSelect Sport GT. All variants have their engines rear-set into the cabin, improving handling, particularly initial responses.

Capelli confided that development of mechanical grip, before fitting electronic stability controls, was vital. "That is why the Maserati has a better balanced handling than many of the German cars like BMW." BMW has a theoretically perfect 50:50 split, where as Maserati managed 49% front 51% rear distribution on the Quattroporte. There were few annoying track or road interruptions from the electronics in our time with the car, although steering feedback was muted.

Finally, a ride alongside the affable Ivan Capelli in the DuoSelect Sport GT (a car we get to try out for an extended test in the near future). It was truly magical to behold maestro Ivan get hold of it around a short handling track.

Demonstrated with traction control on and off, Capelli simply aimed at every corner with commitment you just don't see outside world-class racers. There were minor sideways moments with the fat Pirellis brushing the stony run off areas, but the biggest endorsement of Capelli-Maserati speed was a solid 100mph into a third-gear right - a wicked hook that climbs over a hump and is normally entered by road-testers and Millbrook instructors at 85mph or less...

"We are very proud of this car," said Capelli happily as we burbled back to our test track base. "Not bad for a big four-door, is it?" Nice understatement there, Ivan.

If you are a potential customer in this comfortably swift four-door category, don't just think German. This Italian in a sharp suit has real balls, and deserves serious consideration. We look forward to spending more time on the road with the Quattroporte.