► Track-focused variant of the MC20
► 60kg lighter and more than 3x the downforce
► Limited to 914 units, priced from £273,510
It’s not hard to see why the Maserati GT2 Stradale was created. Back in 2020, Maserati – desperate for a showstopping halo car to spearhead its new generation of models – launched the MC20 and quickly realised it was onto a winner. Ballistically quick, easy on the eye and surprisingly usable, it pretty much had the lot.
Fast forward five years and Modena’s vast reserves of motorsport lineage have once again been tapped like a Texan oilfield and yielded the car you see in front of you now. The GT2 race car has been making a strong impression in the Fanatec GT2 European Series with numerous class wins, so it would be rude not to produce a road-going variant…
However, having attended the international launch in Malaga Spain, taking in the famous Ronda road and Ascari circuit, the GT2 Stradale wasn’t quite what I expected. Read on to find out why…
At a glance
Pros: Still usable, still super-easy to have fun in.
Cons: Could be even more track-focused, serious competition at this price.
What’s new?
A quick look at the spec sheet really does not tell then full story with the GT2 Stradale. There’s a very modest 10bhp increase from 621bhp to 631bhp, while dry weight is claimed to be up to 60kg less at 1,365kg.
Nothing especially standout, but where the GT2 Stradale does move the game forwards is in the aero department. The MC20 delivers 145kg of downforce at 174mph. The GT2 Stradale more than trebles this to 500kg at the same speed. That’s largely owing to the swathes of carbon seen all over the exterior
There’s a new front end with carbon splitter, a larger rear diffuser and, of course, a thumping great big rear wing manually adjustable through low, medium and high downforce settings.
It’s not just revised, aero, however. The car’s thermodynamics have been given an overhaul with dedicated ducts and louvres for brake cooling at the front, while the entire rear three quarter has been redesigned to incorporate larger air intakes (improving the flow of cold air by 16%).
To these eyes at least, the visuals alone are a step forward over the MC20. If there’s one criticism of the standard car’s design, it’s that it’s lacking juicy details to punctuate and break up the smooth body. Not so, anymore. Together with the 20-inch single-nut forged alloys, the whole car looks more purposeful and well-balanced without straying into the realms of OTT.
What are the specs?
The GT2 Stradale uses a mid-engined 3.0-litre twin-turbo V6 producing 631bhp and 531lb ft of torque, delivered to the road via an eight-speed DCT gearbox and rear-wheel drive. That means a 0-62mph time of 2.8 seconds and a top speed of 201mph.
There’s only one trim level, but Maserati has held back a chunk of the more outlandish stuff in two optional packs, namely Performance Pack and Performance Plus. The former comes with Michelin Cup 2s, an electronic LSD (instead of mechanical), carbon ceramic brakes, the louvred fenders (as mentioned earlier) and an additional drive mode.
Corsa Evo fits in above Sport and has four selectable levels for the traction control, stability control, e-diff and ABS (all of which are grouped together within each preset). Dampers can also be adjusted by swiping the touchscreen on the centrally mounted drive mode selector. Meanwhile, Performance Plus adds four-point seats belts and a fire extinguisher.
A number of colours are available, including Nero Essenza, Blu Infinito, Gloss Giallo Genio and Matte Bianco Audace, as well as personalised shades via the Maserati Fuoriserie programme such as Textured Nero Cometa and Textured Powder Nude. Meanwhile, a carbon look pack is on offer, as is the ability to customise other elements of the look including switching the front-mounted blue trident to chrome or tricolore.
How does it drive?
One of the standouts of the MC20 is just how usable it is in everyday driving. The ride, for example, is exceptional – as is the general road manners and refinement. By stripping the carpets out and stiffening up the spring rates by 10%, the GT2 Stradale has lost a little of the MC20’s outright comfort – but really not much. It’s still gloriously easy to drive at low speeds and never feels daunting or intimidating while cruising.
In fact, it’s only when you tap into the new Corsa Evo drive mode (we drove a Performance Pack car) that the changes really become clear. Shift lights on the wheel illuminate as you run the V6 through the revs, the gearchanges – faster than in the MC20 – become more aggressive (too, aggressive, actually) and the steering weights up nicely.
Track variant or not, this is still a brilliantly approachable car. You can jump in it and go very quickly right from the off without breaking sweat. The steering plays a large part in this. There’s actual feel (rare, these days) and although it doesn’t fizz with the communication of a 911 GT, it’s enjoyable to use even at moderate speeds – accurate, nicely judged and not hyperactive.
What’s more, the carbon tub chassis gives you a proper sense of what’s going on from under the seat. You feel this car around you and drive it with vigour because you know what it’s doing. The Cup 2s deliver predictably colossal bite from the front end and there’s a confidence to the line it carries that gives you real incentive to push on. It’s impressive stuff, even if the aero benefits on road are limited.
The engine by and large feels the same as the MC20. It’s whooshy, torquey and purposeful rather than sonorous and highly strung. The shift lights tell you when to change gear before the 8k red line, but honestly that final 1,500rpm feels like it’s just there for the fun of it. You appear to lose little by short shifting your way up the box.
Out on track at Ascari, the GT2 Stradale maintains that approachability but reveals the compromise of such a setup. There’s been a bit of controversy over the true wet weight of the MC20 (we’ve seen claims to suggest its kerb weight is heavier than stated) and indeed the GT2 Stradale does feel like more than 1,365kg listed dry weight.
Naturally, its best experienced in the Corsa Evo drive mode with the aids wound down as far as you can, but there’s still a sense that you’re managing this car around a circuit rather than really attacking it. The balance is very much front-limited (even with the Cup 2 tyres) and there’s plenty of confidence to be had from the rear, but there’s a sense that the nose isn’t quite as razor sharp as Italy’s finest track specials.
Right up to and beyond the car’s limits it’s a tonne of fun and the pace across a lap is formidable but push the envelope and the razor-sharp engagement just falls the tiniest bit short. Granted, it won’t try and kill you if you get things all wrong, but equally the highs aren’t quite as high as a result.
Before you buy – rivals
At this price range, the GT2 Stradale (limited to 914 units) is not short of rivals. The Ferrari 296 GTB Assetto Fiorano and McLaren 750S aren’t billed as motorsport-derived specials but deliver comparable performance, while a Porsche 911 GT3 RS is – if you can get hold of one – arguably the ultimate in track-focused machinery.
Also note that Maserati will be releasing a louder titanium exhaust option for the GT2 Stradale. Unfortunately, it’s officially for track use only (owing to the level of noise) but Maserati says it’s up to individual customers how they wish to enjoy the car…
What’s it like inside?
The MC20 has been criticised for not having enough flair in the cabin and the GT2 Stradale attempts to fix this with optional bucket seats (more on those in a bit) and a new centre console design. Coming in 1.5kg lighter than standard, the updated design also brings the drive mode selector 50mm closer to the driver and uses motorsport-inspired yellow highlights to focus the eyes toward the key controls. Neat.
The optional carbon-backed Sabelt bucket seats finished exclusively in Blue Elettric Alcantara aren’t for the faint hearted but again, they work with the rest of the car. Positioned lower in the cabin (Maserati removed the carpet to get an extra mm or two), the seats come in standard or small size and really ought to be specced if you’re serious about taking the GT2 Stradale on track.
Otherwise, the infotainment system is perfectly usable, the driving position is excellent and the alcantara-clad steering wheel feels near-perfect in your hands. Sure, there’s the odd few switches shared with Alfa Romeo products and it doesn’t have the flair of a Ferrari or mechanical satisfaction of a 911 cabin, but it’s still a good environment to sit in.
Verdict
As with the MC20, there’s an awful lot to like about the GT2 Stradale. It’s usability, approachability, sheer pace and darn good looks are all standouts. Yet – as a ‘road legal version of the GT2’ – they could have taken it further. It pulls back from being a razor-sharp track weapon in favour of offering a more rounded experience that will no doubt suit a broader range of driving preferences and ability.
To all intents and purposes this feels like the MC20 take 2, rather than a road-going version of a racing car. That’s not intended as a criticism, but more of a reflection that there’s too little evidence of everyday compromise vs the MC20 for it to be considered truly track-based. You could happily drive this car every day, more so than a 911 GT3 RS for example.
For me, the MC20 remains ripe for a stripped out, all guns blazing special-edition track monster that gives its Modena neighbours a serious headache. Go on, Maserati, you know you want to.