The development of an Outstanding Supercar by Maserati in the previous instance

To delve into the iconic supercar inspired by the Ferrari Enzo, a journey back to 2003 is essential when the Trident team received the green light to embark on its Corse Competizione endeavor, utilizing Maranello’s advanced F1-derived technology. At that time, chief test driver Andrea Bertolini and his team were solely focused on dominating GT racing, even if it meant pushing the boundaries with their road cars.

The strategy was straightforward. Take the Ferrari Enzo with its cutting-edge stress-bearing monocoque, potent naturally-aspirated V12 engine that revels in high revs, F1-inspired gearbox and suspension, and enhance its speed, aerodynamics, and endurance capabilities for racing. Following that, tone down some aspects slightly for the sake of road legality while ensuring the car could be sold in required numbers. For the road version, 630 horsepower with reduced drag sufficed, and the inclusion of dry-sump lubrication ensured the vehicles could handle corners at high speeds continuously.

The design of the MC12 was influenced by wind tunnel testing, Frank Stephenson’s craftsmanship at Pininfarina, and the constraints imposed by the Ferrari Enzo’s chassis, encompassing the Tipo F140 engine, a six-speed automated manual gearbox, and a race-ready push-rod suspension system. Crafted from carbon fiber and Nomex honeycomb sandwich material with dual aluminum subframes, rumors suggested the monocoque weighed merely 154 pounds. Maserati opted for a targa roof F50-style instead of the Enzo’s fixed structure.

For GT racing, the MC12 necessitated a 6.2-inch increase in wheelbase while maintaining the track of the Enzo, securing an elongated tail for optimal aerodynamic performance. The road car benefited from a 6.5-foot rear wing in this configuration. To enhance air circulation, Stephenson incorporated numerous vent slots at the front, surpassing the ventilation of a substantial portion of Swiss cheese. These modifications contributed to the MC12 Stradale surpassing its Ferrari counterpart significantly. While a similar outcome was achieved with James Glickenhaus’ bespoke P4/5 by Pininfarina, Maserati’s triumph lay in the unmatched prowess of the MC12 GT1’s expansive rear wing. That was the primary objective of the venture.

Reflecting on the past, Stephenson’s sole regret concerning what is arguably his favorite creation is the inability to alter the A-pillars of the Enzo monocoque. Such are the limitations one faces.

Similar to many exceptional automobiles, the MC12 was primarily driven on public roads to facilitate its participation in racing events. This meant that a specific number of street-legal vehicles had to be manufactured to meet regulatory requirements. Despite the FIA’s directive for entries based on existing road models, Maserati contended that by deciding to produce 50 MC12 Stradale road cars, it fulfilled its obligations for the 10 MC12 GT1s raced initially by the factory-supported AF Corse team in 2004, and subsequently by six additional teams, including Doran Racing from the United States.

The race vehicles constructed by Maserati were indeed based on the chassis of the road-ready Ferrari Enzo, but as no MC12 Stradale models were produced before the MC12 GT1’s introduction at Imola in late 2004, the overseeing organization declined to approve Maserati’s entries for the initial three races, only tallying its points from the ultimate round held in China in November.

Subsequently, the MC12s achieved two Constructors’ Championships in 2005 and 2007, alongside claiming six Team/Driver titles up to 2009. In terms of competition, the MC12 GT1s had to outperform various rivals, including Ferrari 575 GTC Evos and 550-GTS Maranellos, Saleen S7-Rs, Chevrolet Corvette C5-Rs and C6.Rs, Lamborghini Murcielago R-GTs, Lister Storm GTMs, and Aston Martin DBR9s. With the exception of the relatively outdated Lister featuring a 7.0-liter Jaguar V12, all other competitors were racing vehicles based on regular production models. Despite this, the French Automobile Club de l’Ouest upheld its prohibition of the MC12 GT1 citing that the vehicle was physically excessively long for its class, thus Maserati was compelled to forgo participation in the 24 Hours of Le Mans.

The “MCC” and “MCS” (Corse Stradale) development initiatives were conducted discreetly at Mugello and Ferrari’s Fiorano tracks, where professional driver Andrea Bertolini was occasionally accompanied by Formula 1 star Michael Schumacher. Apart from the 10 GT1 cars manufactured, Maserati crafted a replacement body for Racing Box following an incident at Vallelunga, while the initial prototype was entrusted to Pininfarina for conversion into the Birdcage 75th concept.

To enhance its reputation and capitalize on specific affluent driving enthusiasts and collectors, Maserati then unveiled its most potent MC12 variant, the Corse. Following Ferrari’s method with the customer racing FXX program based on the Enzo, the MC12 Corse was positioned somewhere between the Stradale and the GT1 vehicles, provided as a race bundle not restricted by the FIA regulations. The non-street legal special made its debut at the 2006 Bologna Motor Show, and while the official hue was Blue Victory, following the exposed carbon prototype, the initial of the 12 customer cars was black.

MC12 Corse chassis number one was acquired in Munich, where its purchaser spent an extra €200,000 beyond the €1.2 million base price to transform the vehicle for public roads. My acquaintance Peter Orosz came across “Karl” and his black MC12 Corse in 2009, which featured enhancements like a four-wheel lift system, along with a document cautioning that due to the polycarbonate cabin, the car should not be driven in low light conditions or when wet. Quite recently, this unique Corse emerged for sale at Joe Mecari of London. With a price tag of one million euros before taxes in the standard Blue Victory, Maserati verified that it also crafted a Corse in silver, yellow, dark blue, white, and orange. Subsequently, the German modification enterprise Edo Competition modified at minimum three further units.

The MC12, adorned with the iconic trident emblem dating back to the triumphant Maserati Tipo 26 in 1926, not only reestablished Maserati’s presence in motorsport but also solidified its reputation as a manufacturer of dream cars. The 12+2 Corse models, serving as high-performance track machines, maintained a level of exclusivity surpassing that of Ferrari’s FXX counterparts, while production of the MC12 Stradale was limited to 50 units compared to Ferrari’s production of 400 Enzos.

Reaching peak revs of 7,500 RPM in its road-going configuration and 8,000 RPM in Corse mode, both iterations of the MC12 boasted a top speed exceeding 200 miles per hour. Maserati states that the Stradale version, with its more restrained downforce characteristics, can achieve a top speed of 205 mph.

Maserati’s fresh supercar debut in Modena today marks 16 years since their last one. Insights on how intensely Maserati plans to engage in racing with the turbocharged MC20 and the potential influence from Alfa Romeo’s aborted 8C venture might surface. It’s worth pondering given the shared umbrella of Fiat Chrysler over Alfa Romeo and Maserati.

Alfa Romeo had been promised the chance to craft a mid-engine supercar with a carbon fiber monocoque, a 2.9-liter twin-turbo V6, and an electrified front axle, amalgamating into over 700 horsepower. Curiously, Maserati secured the project instead, unveiling the MC20 as the sequel to the MC12, incorporating Maserati’s own innovations rather than relying on borrowed components from Alfa Romeo.

Nevertheless, even at 16 years old, the original Maserati MC12 continues to exude dominance. GT1, Corse, Stradale, velocità massima. It stands out as an exceptional vehicle, encompassing all that an Italian mid-engine automobile should offer.

Have a suggestion? Drop us a message at: tips@thedrive.com