The MC20 is the first mid-engine Maserati developed and produced in house since the Bora and Merak in the Early ’70s. The coupe driven here comes first; an electric version and a convertible follow in a year.
In 1997, Maserati and Ferrari came together under Fiat, which stunted Maserati’s supercar ambitions. The two companies would then split in 2005. While Maserati still uses Ferrari engines in various models as part of a long-running supply deal, corporate strategy in Modena now calls for complete engineering independence from Maranello. The two-seater MC20 now effectively resets the Italian carmaker, which says it will use essential parts of its mechanical package, including the new V-6 engine, in upcoming models as part of a broader rejuvenation of the brand. In addition to being the top Maserati model, the MC20 will also bring the company back to racing. Dallara, an Italian race-car manufacturer, collaborated with Maserati on developing the MC20.
A broad powerband allows the MC20 to chug along below 4000 rpm in GT mode, where a heady torque curve provides effortless thrust. But in Sport mode, it’ll chase the 8000-rpm redline in shorter gears. The prechamber ignition system seems to foster outstanding throttle response and great versatility across the rev range. The power delivery is linear, and as with the best engines, the harder you work it, the more determined it becomes. Sound rushes into the cabin without synthetic enhancement. The speed of the upshifts is excellent, whether on the part throttle or under full load, but the dual-clutch gearbox doesn’t always live up to the V-6’s greatness, with an occasional clunky downshift.
The carbon-fibre structure provides a rigid base, and there is a finely honed feel to the chassis, which mates adaptive dampers to a control-arm setup in front and a multilink suspension in the back. The ride is good, provided the dampers are in their soft mode. The weighting of the electrically assisted steering is light. But it’s also quick and precise, allowing you to place the MC20 confidently at the corner entry. It is a car most drivers could drive hard without real trepidation. Turn the stability control off, and you can harmlessly send the rear sideways. The breakaway point is well communicated, allowing you to unsettle the tail and hold giant slides on the throttle.
Strong brakes are part of the deal. Optional 15.4-inch front and 14.2-inch rear carbon-ceramic rotors are grabbed by six- and four-piston Brembo calipers, respectively. The brakes like to have some heat in them before they bite with proper intent, but when they do, they generate breathtaking stopping power.
Priced at an estimated $285,000, the MC20 takes aim at some heavy-hitting mid-engine rivals. Maserati hopes for annual sales to reach 1500, split between the roadgoing car we drove and the upcoming racing version. The MC20 is a bittersweet testament to the possible future of the supercars Maserati didn’t build when it was in the shadow of the prancing horse. Now that it’s unfettered by team orders, Maserati is poised to show what it can do.