Maserati’s MC20 supercar delivers a shot of adrenaline to an Italian brand that has often run in the shadows of Ferrari and Lamborghini.
The MC20’s long, low, wide and sleek profile features styling cues that pay respect to the company’s storied past and herald a new design language at the same time. It’s a preview of upcoming Maseratis such as the Grecale SUV.
The MC20’s 3.0-liter V-6 turbocharged gasoline engine, built by Maserati, packs 621 hp and 538 pound-feet of torque. An eight-speed, dual-clutch transmission completes the powertrain.
It is billed as Maserati’s most powerful series model ever.
Maserati also claims a better power-to-weight ratio than many of its Italian rivals, namely the Ferrari F8 Tributo and Lamborghini Huracan.
A convertible version and a battery-electric version will be launched later this year.
MC stands for Maserati Corse — “corsa” is Italian for racing — and the 20 refers to 2020.
Maserati says the MC20 can zip from 0 to 62 mph in less than 2.9 seconds, with a top speed of more than 203 mph.
We’ve collected a sample of reviews from the automotive press.
“The MC20’s composure and compliance are fine, but certain allowances must be made on rough and rippled byways. The triple-link double-wishbone suspension was designed for minimum camber changes in combination with a certain toe-in flexibility under braking and during turn-in.
“Throw in a mix of tricky radii, sudden brake action and potholes, however, and vertical irritations are prone to battle horizontal excitations. The effect is distinct eruptions which can be felt through the steering, the seat and the floorpan. Like in a 911 GT3 or a 488 Pista, there is no need to take immediate action, but it helps to bear in mind that extreme amplitudes can deflect the flow and curb the underlying suppleness.”
— Georg Kacher, Car magazine
“The drive mode selector on the center tunnel uses a rotating knurled edge that rotates with a spring-loaded twist, with Wet, GT, Sport, and Corsa modes, the latter of which requires holding an extra few moments to engage. The modes control throttle response, shift speed, exhaust valves, suspension stiffness, and traction control settings. While most of the parameters are tied into each mode, it’s possible to soften the suspension by pushing the center of the dial or turn all driver aids off by selecting ESC off.
“Driven in a straight line onto the circuit, the MC20 feels fleet and light: Maserati claims zero to 62 mph in under 2.9 seconds, and the general availability of torque makes pushing through the 8,000-rpm powerband a breeze for the most part. Only during some mid-corner exits from lower rpms do the twin turbos lag momentarily before the power comes on. Whereas most supercars with this power-to-weight ratio tend to have more sonorous engine notes, the MC20’s is relatively sedate, even when in Corsa mode with the exhaust valves open at all rpms.
“Steering is light with very good feel, offering sharp but progressive turn-in and a sensation of weight transfer that’s communicated clearly through the comfortably padded Sabelt buckets. Though agile, the MC20 also exhibits excellent mid-corner grip through high-speed sweepers like Corner 2, or the seemingly endless arc of Turns 8 and 9. The only time sure-footedness gives way to instability is on the uphill kink midway up Turn 3, where the rear end can get loose if the driver allows impatience or sudden moves to creep into the equation. Though the carbon ceramics are capable of strong stops with enough pedal effort, initial bite is soft, requiring more effort than I’d like when scrubbing off speed.”
— Basem Wasef, The Drive
“Underneath that striking body, nearly every component is new. Maserati tapped race car manufacturer Dallara to develop the MC20’s single-piece carbon-fiber tub, and this monocoque chassis was designed from the outset to support not only the upcoming MC20 Spider, but a fully electric version, as well. This carbon-fiber backbone is as light as it is rigid, and the MC20 coupe hits the road with a 3,306-pound curb weight — less than a base Porsche 911.
“You can really feel that lightness from behind the wheel. On road and track alike, the MC20 has an effervescent nature to its nimbleness, and this car is extremely agile. The 245/35 front and 305/30 rear summer tires keep the MC20 glued to the pavement at all times, but the chassis’ featherweight demeanor makes the car feel like a rock being skipped across a calm pond — hovering while still making contact.
“Maserati uses a double-wishbone front and rear suspension configuration for excellent balance and control, and the steering is both light and quick with lots of feedback. Six-piston Brembo brake calipers grab 15.4-inch carbon-ceramic front discs — a $10,000 option — and they’re not opposed to taking a hard jab before entering a turn to instantly scrub off speed. There’s little in the way of squat or dive under braking, meaning the MC20’s rear end settles almost immediately, allowing you to get back on the power ASAP.”
— Steven Ewing, Roadshow by CNET
“The cabin, for a midengine supercar, is expansive and roomy. At 6-foot-1 and with the seat set in my driving position, I still had enough headroom to put a helmet on. I’ve never experienced a car in this class that didn’t require me to compromise my seating position to accommodate a brain bucket. Getting in and out is a breeze, too, thanks to the butterfly doors — a Maserati first — and a wide sill. Just sit down, swing your legs in, and slide.
“Once ensconced in the roomy cabin, occupants will enjoy the supportive Sabelt seats. Lined in leather and Italian-made Alcantara, they’re light on overall adjustability — Porsche’s available 18-way chairs are a better option for the finicky — but the seating position here is excellent. The H-point is low, and the chairs cradle the lower legs and hold the torso in place easily, even during high-G maneuvers.
“The steering wheel is a work of art. Designed with input from Andrea Bertolini — Maserati’s factory test driver, a 24 Hours of Le Mans class winner, and pro driver for the AF Corse Ferrari team — the rim is fat and the well-padded sides wear optional Alcantara upholstery, while carbon-fiber trim is available on the upper and lower portions.”
— Brandon Turkus, motor1.com
“A broad powerband allows the MC20 to chug along below 4000 rpm in GT mode, where a heady torque curve provides easy thrust. But in Sport mode it’ll happily 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 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.
“And the MC20 turns in to corners beautifully. The carbon-fiber 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 back. The ride is good—almost daily-driver good—provided the dampers are in their soft mode. The weighting of the electrically assisted steering is light. But it’s also quick (2.2 turns lock to lock) and precise, allowing you to place the MC20 confidently at 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 point of breakaway is well communicated, allowing you to unsettle the tail and then hold big slides on the throttle.”
— Greg Kable, Car and Driver
“Driving on public roads revealed the 2022 Maserati MC20 can easily work as a daily driver. It’s a supercar that’s easy to control and doesn’t beat you up. That’s partly because of the driving modes: Switching from Corsa to Sport or GT will make the MC20 tamer. Plus, you can adjust the adaptive dampers to a softer setting if the ride feels a bit stiff.
“Although the public routes around Willow Springs are not the twistiest, we headed to Cameron Road, an artery we use during our MotorTrend Of The Year events and one that blends nice corners with elevation changes and dips. We noted how easy the MC20 is to drive. Whether it’s going up a steep hill or easing off the brakes when entering a corner, this Italian supercar handles like you’d expect, with great power, amazing cornering, and pure fun.
“A button on the steering wheel can raise the nose when approaching a dip or obstacle in the road, but we didn’t need to use it during our drive. Speaking of the road, the steering delivers a good sensation of what’s happening beneath you, though it’s tuned on the softer side. Contrary to what you’d expect, it’s effortless but feels well balanced.”
— Miguel Cortina, Motor Trend