Maserati MC20

	Maserati MC20
	Debut: 2021 Maker: Maserati Predecessor: MC12

Published on 15 Sep 2021

Maserati builds a supercar! And this time it is not by Ferrari.

Over the years, the sports car strategy of FCA (or the preceding Fiat SpA) has been questionable. Exotic sports cars like Maserati MC12, Alfa Romeo 8C Competizione and 4C suddenly popped up, which did not fit into the rest of the range or the image of the brands. Lacking long-term planning and a consistent strategy wasted the efforts of those halo cars. I guess the latest Maserati MC20 could be the same.

The MC20 is a supercar, maybe not quite in the same league as the Ferrari Enzo-based MC12, but it could be easily seen as a modern Ferrari Dino. Priced at £187,000 in the UK, it matches a McLaren 600LT, and it has specifications to match. Powered by a 630hp twin-turbo V6, dressed in carbon-fiber bones and skins, it is capable of 202 mph and 0-60 in just 2.8 seconds. A Ferrari F8 is quicker still, but at £204,000 it is in the radar of the new Maserati. This would not have happened if not Ferrari spun off from FCA group in 2016.

The MC20 would not have happened without the help of Dallara, too. Its carbon-fiber tub is designed and supplied by the latter (which built the carbon tub of Alfa 4C as well). Its aerodynamics is also polished at Dallara's wind tunnel. Without the help of the Italian racing chassis expert, this car could not have been developed in only 24 months.

Dallara helps building its chassis and polish its aerodynamics.

While the car looks compact, it is actually not. Both its 4669mm length and 2700mm wheelbase eclipse those of Ferrari F8. DIN kerb weight is claimed to be under 1500kg, pretty good. When fitted with optional carbon-ceramic brakes (standard in UK), it tips the scale at 1475kg, 40 more than the F8 in the lightest form. The body panels are mostly carbon-fiber, others are composites.

The MC20 has neither a rear spoiler nor any active aerodynamics aids, so its drag coefficient is an unremarkable 0.38. However, it still sports plenty of aero designs to generate downforce, such as a flat bottom design, large diffusers and vortex generators at the front underbody. The exterior design is sexy and exotic, something you might thought coming from Maranello if not the trident logo and a nose shaped to mirror MC12. The side view owes much to the theme of Ferrari 458/488/F8, sharing a low and flowing waistline. Like the latter, it has engine intakes located at the top of the rear fenders, taking advantage of clean air. At the back, however, the MC20 successfully transfered the genes of GranTurismo into a mid-engined supercar.

Who says beautiful supecar must come from Maranello?

The carbon-fiber tub is bolted with front and rear extruded aluminum subframes on which suspensions and powertrain are mounted. Suspensions are forged aluminum double-wishbone at all corners, with virtual steering axis to help keeping the front wheels perpendicular to the ground, improving steering precision and grip. Adaptive dampers are employed, as is a hydraulic device that jack up the front wheels by 40mm to avoid kerbs. Braking is provided by Brembo, with 380/350mm steel discs or 390/360mm ceramic ones to choose from. The 20-inch wheels are shod with Bridigestone 245/35 and 305/30 rubbers. The Japanese tire maker seems eager to re-enter supercar market, as it developed bespoke compounds and asymmetric tread pattern for the MC20.

Power comes from an all-new 3.0-liter twin-turbo V6 dubbed "Nettuno". This is the world's most power-densed V6, producing 630 horsepower at 7500 rpm and translating to 210hp per liter. It is nearly the world's most powerful V6, losing just 17 horses to the 3.5-liter mill of Ford GT, but its specific output beats that engine as well as Alfa Romeo Giulia GTA handsomely. It offers plenty of torque, too, with 538 lbft of torque from 3000 to 5500 rpm, yet it will rev to a sky-high 8000 rpm, like a Ferrari V8 turbo. While Modena claims the engine is 100% Maserati, it owes a lot to Ferrari's F154 V8 as well as Alfa Romeo's V6. Road & Track had a detailed comparison between it and the Ferrari V8 and found even its patent application listed the name of a Ferrari engineer. It shares the same 88mm bore and 82mm stroke with the engine of Ferrari SF90 Stradale, ditto dry-sump lubrication and 90-degree V-angle.

Nettuno V6 could be the last innovative engine ever made to production, sadly.

However, the cylinder heads and fuel injection system are new, featuring a patented "pre-chamber" technology to improve combustion efficiency. Fuel is injected first into the "pre-chamber" located near the injector and main spark plug, get burned, then propagate to the main chamber through special holes which promote vortex. The fuel injection has dual mode (direct and port), running at higher, 350-bar pressure. There is also a secondary spark plug at each combustion chamber to ensure smooth combustion when pre-chamber is not used. Compression ratio is unusually high at 11.0:1.

It is refreshing to hear the Italian still introduces new engine technologies at a time when all others have turned their investment to electrification. However, even Maserati could not ignore the trend of zero-emission, as legislation will kill combustion cars eventually. A pure electric version of MC20 is under development and slated for production in 2 year's time. Between now and then, Spider and a track-oriented version will be added to support an optimistic business plan which targets at 1500 cars a year.

As for transmission, surprisingly, the 8-speed twin-clutch gearbox comes from not Getrag but Tremec, which serves also the mid-engined Corvette. The American gearbox specialist must be proud to help driving an Italian supercar. Between the engine and transmission is a limited slip differential, which can be mechanical type or electronic-controlled.

This is really a sexy thing...

On the Road

The MC20 is really a sexy thing. It turns heads and has a sense of occasion an Italian supercar deserves, something not even Bora and Merak, Maserati’s first mid-engined machines, could say. It makes an Audi R8 dull and a Honda NSX ordinary.

The sense of occasion is amplified by the butterfly doors, which swing up and forward to reveal a surprisingly accessible cockpit. Despite the carbon-fiber tub hence the inevitable wide sills, the sills are low and the door apertures are large. You simply sit on the sill, swing your legs into the footwell and move your bum into the enveloping Sabelt carbon-fiber bucket. Then you will find good head and shoulder room for a supercar, good forward visibility and a rearward visibility saved by a rearview camera, which is displayed at the roof mirror. The seat is not very adjustable, but ergonomics is fundamentally sounded, thanks to a low mounting position and good alignment with pedals and steering wheel.

Interior design is definitely minimalist and professional. There is not much style or luxury to speak of, but the Alcantara and carbon-fiber-heavy environment looks purposeful – and unlike some supercars, they don't come at extra cost. Both the digital instrument and center touchscreen are 10.25-inch. Most interior functions are controlled by the latter, leaving only the drive mode selector on the transmission tunnel and a few other buttons on the steering wheel. That wheel is great to hold, thanks to a thick rim wrapped with Alcantara. A pair of carbon-fiber paddles behind the wheel gives a tactile touch to the gearbox. On the downside, the cabin offers few storage spaces. Luggage space is also strictly supercar level, limited to an oven-hot, 101-liter boot behind the engine and a 47-liter front boot.

Butterfly doors open to a surprisingly accessible cockpit.

Press the start button on the steering wheel, the V6 bursts into life. At the default GT mode, the MC20 is surprisingly civilized, boring even. The exhaust note is subdued, the gearshift and throttle response are slow, while the steering is pretty light. You need to dial the drive mode selector to Sport or, even better, Corsa to reveal the true character of the Maserati. Doing so, the V6 wakes up with sharp response and enthusiasm for rev. It is happy to chase the 8000 rpm redline, like any great Italian motors should, yet there is still plenty of mid-range torque on offer. This car is good for 0-124 mph in 8.8 seconds, good enough to beat a 911 Turbo S, McLaren GT, Audi R8 or Lamborghini Huracan Evo, if not the likes of F8 or 720S.

But unlike the rivalling V8s and V10s, the Maserati V6 is not overloaded with decibels or aural character. This is partly due to the engine configuration – try a Honda NSX and you will see, partly because Maserati doesn’t want to replicate a Ferrari or Lambo. It wants to be the Roger Federer of supercar field – more refined, more gentleman but no less performance. As a result, you hear some exhaust rasp but not spine-tingling crackles, muffled turbo whoosh and wastegate whistles instead of thundering howl.

This calmer character might suit a Maserati. While the MC20 is not short of outright speed, its true quality is an effortless performance. You don’t need to work hard to extract the best out of it. Sit back, relax a bit, use the broad spread of torque to overtake big AMG sedans and RS-badged estates is equally amusing. It does so with a supple ride and reassuring stability. Even on a challenging Italian mountain road, the Maserati has suspension travel to spare. You can select soft or hard suspension setting independent of the drive mode, so no need to compromise ride quality with the rest of the car.

Easier to drive and more communicative than Ferrari.

On a track, it displays immense grip, rock-solid body control and powerful braking as you would expect for a supercar. It can slide progressively as well when the tail breakaway. However, the controls are tuned to give the MC20 a very different character to its Ferrari stablemate, and mostly for the better of it. While Ferrari’s steering is shockingly direct at just 2.0 turns lock to lock, the Maserati’s is not only slightly calmer at 2.2 turns, but also lighter and more communicative, telling you a clear picture about the front end grip. That's not a surprise though, as the car was engineered by the same man responsible for Alfa Romeo Giulia QF. Likewise, the brake pedal has a longer travel than the supercar norm. It gives a linear modulation that allows you to drive smoothly at lower speeds, even in traffic jam. Racing drivers would prefer the instant retardation of Ferrari, but a firm foot will stop the Maserati just as effectively.

In fact, the MC20 feels quite like a big Alpine A110 or a Lotus Evora with supercar performance. It is not the last word of speed or drama, but it feels intuitive and trustable from the first corner. It has an easy-going manner beyond the usual measures of ride quality or noise suppression, but the way it communicates with you and responds in a linear and predictable manner. The adequate control weights, the good visibility, the vice-free power delivery etc. Ridiculously, this car is named after Maserati Corsa (Racing), while the number represents the year of introduction, but the strength of the MC20 actually lies in its all-round manner, not just a track toy. If not the limitation of accommodation and luggage space, it might just be used as a GT.

Flaws are few. The Tremec DCT is generally up to the job, but sometimes could hesitate to downshift in auto mode. The interior could be more stylish and better crafted. A louder exhaust mode would not be amiss. I really hope this Maserati to succeed, but frankly, with a trident logo at its nose, you might wonder why not spend a little bit more and get a Ferrari. However, if the new 296GTB and its V6 hybrid powertrain turn out to be not as great as we hope for, the MC20 could easily emerge as its substitution.

Verdict:

Published on 19 Feb 2025

GT2 Stradale

Limited edition Maserati supercar is even more expensive than a Ferrari 296GTB.

As much as we love Maserati MC20 for its combination of supercar thrills and everyday usability, it is tough to sell a Maserati priced at the same level as Ferrari or McLaren. As initial interests dry out quickly, Maserati needs something new to reignite interest, and that is the GT2 Stradale.

The GT2 Stradale is named after the racing version that won last year’s GT2 European series championship. It is a limited edition, but I suppose 914 examples might be about the number Maserati could naturally sell in a couple of years. At £274,000 it is 20 percent more expensive again, and then you’ll need to pay another £14,000 for Performance pack, so it is a very expensive toy.

In return, you get a race car look – a fixed rear spoiler, louvered vents on the carbon-fiber bonnet and front fenders, more aggressive front splitter, pronounced cooling intakes on the rear fenders, new underbody and larger diffusers. Cooling to the engine and brakes are enhanced, while downforce more than tripled to 500 kg at 174 mph.

Maserati said it is up to 60kg lighter than the standard car, but that figure obviously includes the optional titanium exhaust which is illegal on road because too noisy. Dry weight is quoted at 1365 kg, which is hard to compare with the 1475 kg kerb weight of the standard car, but my estimation is only 30 kg lighter. Weight savings come from Sabelt carbon shell buckets, single-lock forged alloys, ceramic brakes, void of carpets etc.

The Nettuno V6 is mechanically unchanged, just has its ECU recalibrated to liberate another 10 horsepower to a total of 640, but peak torque is down by 7 pound-foot. The dual-clutch gearbox has its sportier modes remapped to deliver quicker and punchier shifts. However, 0-60 mph barely improves by a tenth to 2.7 seconds, while top speed slips by a single mph to 201 due to marginally higher drag.

Aero kits aside, modifications to the chassis are quite subtle: front and rear suspension get 8 and 10 percent stiffer springs, respectively. Adaptive dampers and anti-roll bars are unaltered. Steering assistance is remapped for a tad more weight.

Performance pack includes an active differential (instead of mechanical LSD), Michelin Cup 2R tires and larger ceramic brakes. It also gets an extra drive mode called “GT2 Corsa Evo”, which allows you to adjust stability control, traction control, ABS and e-diff locking individually, so it is a worthwhile investment.

It lives on the civilized side of the supercar spectrum, even though it looks like a race car.

Inside, the cockpit is trimmed with mean-looking Alcantara while the carpet-less floor is bare carbon-fiber tub. Fabric door pulls add to the spartan feel. The flat top and bottom steering wheel gets shift lights on its upper rim. The drive mode selector console has been raised from the transmission tunnel to allow easier access. The only downside is the Sabelt bucket seat, which is quite tight and uncomfortable for taller guys. It is still a pretty usable cockpit, as no equipment has been sacrificed. As for luggage space, you lose the “frunk” due to the louvered vents, but the boot behind the engine still offers respectable storage.

On the road, the GT2 Stradale is surprisingly easy-going, with none of the uncompromising manner suggested by its looks. Like the MC20, its suspension is really absorbent. GT mode is great for rough surfaces, Sport mode is perfect for everyday driving while even Corsa mode is not harsh. Likewise, its steering is light for a supercar, calm in its response yet communicative. The brakes of Performance pack is powerful and fade-free, though pedal feel is a little soft, lacking the confidence of rivals.

The Nettuno V6 feels quite old-fashioned besides its electrically assisted rivals. There is noticeable turbo lag below 2500 rpm, then a boosty mid-range punch from 3000 rpm and it flies to 8000 rpm. While the non-linear delivery adds to driving excitement, the Maserati doesn’t feel as quick as a Ferrari 296GTB or McLaren Artura. You switch to Corsa mode, just find the gearshift becomes so punching to the extent of uncomfortable, lacking the crispness of Ferrari or Porsche.

On track, the GT2 Stradale keeps its easy-going manner. As a mid-engined carbon-fiber supercar it is not lack of agility or roadholding, but more impressive is how unflustered it rides over kerbs and how benign it behaves at the limit, where it understeers gently, can be balanced with counter steering and throttle. You don’t need to be afraid that it would bite you.

On the flipside, the Maserati still lacks the wow factor of its Ferrari, Lamborghini, McLaren or Porsche rivals. It doesn’t feel that powerful and quick, neither does its braking or handling has that edge to amaze. Like the standard MC20, it lives on the civilized side of the supercar spectrum, more the school of Honda NSX and Audi R8 than conventional supercars, even though it looks like a race car. That could be a surprise as well as a disappointment.

Verdict: