Maserati GT2 Stradale: A Track-Ready Supercar That Falls Just Short of Greatness

The Maserati GT2 Stradale refines the MC20 with more power, less weight, and enhanced aerodynamics for a track-focused experience. While it impresses with its ride quality, grip, and aggressive styling, its harsh gearbox and lack of dynamic sharpness leave it feeling caught between road comfort and track precision. Ultimately, it’s a fast and capable supercar but lacks the spark and refinement of its top-tier rivals.

Maserati GT2 Stradale: A Track-Ready Supercar That Falls Just Short of Greatness

The Maserati GT2 Stradale follows a well-known formula for creating high-performance supercars: take an already impressive base model, increase power, reduce weight, and incorporate motorsport-inspired elements. Maserati has executed this strategy with precision, enhancing the MC20 with more power, improved aerodynamics, and a race-focused design philosophy. However, while these changes should make the GT2 Stradale an undeniable masterpiece, something seems to have been lost in translation.

At its core, the Stradale is a more extreme version of the MC20. Maserati has focused on aerodynamics, implementing a new underbody, front splitter, and an adjustable rear wing that contributes to a maximum of 1100 pounds of downforce at 174 mph. The heart of the car is its 3.0-liter twin-turbo V-6 Nettuno engine, now producing 631 horsepower at 7500 rpm, benefiting from Formula 1-derived prechamber ignition technology. The car’s weight has also been reduced to a claimed 3003 pounds (dry weight) through the use of carbon-fiber bucket seats and other lightweight materials.

The chassis retains a double-wishbone suspension at all four corners, but with firmer springs (eight percent stiffer in the front and ten percent stiffer in the rear) and revised dampers. Maserati has also equipped the Stradale with larger brakes, updated gearbox software, and a more sophisticated traction and stability control system. These changes, influenced by Maserati’s championship-winning GT2 race car, suggest the GT2 Stradale is primed for both road and track performance.

Despite these enhancements, concerns arise regarding how well the MC20 adapts to this transformation. The MC20 is known for its unique blend of a characterful, old-school turbo engine with a supple, comfortable chassis that provides usability without sacrificing excitement. Unlike some of its competitors, it does not inherently beg to be stripped down and converted into a hardcore track machine. The question is whether the GT2 Stradale successfully maintains the MC20’s charm while elevating its performance to new heights.

Maserati plans to produce 914 units of the GT2 Stradale, a nod to the company’s founding in 1914. U.S. buyers will need to shell out $312,000 for this limited-edition supercar, placing it in direct competition with the McLaren 750S and the Ferrari 296 GTB. This price also represents a significant $80,000 premium over the standard MC20 coupe, which raises expectations significantly.

For those seeking the ultimate GT2 Stradale experience, Maserati offers an optional $13,750 Performance package. This package replaces the standard Bridgestone Potenza Sports with Michelin Cup 2R tires, introduces an electronically controlled differential, and upgrades the carbon-ceramic brake system with larger, thicker discs. In Corsa mode, the Performance package allows for further fine-tuning of stability control, traction control, ABS, and the electronic differential settings.

Inside, Maserati has stripped the cabin of even the modest luxuries found in the standard MC20. The interior features bare carbon-fiber flooring, ultra-lightweight bucket seats, and fabric door pulls. Some microfiber trim remains, but the overall ambiance is focused entirely on performance. The V-6 engine’s start-up sound is more aggressive, adding to the car’s heightened sense of drama. However, the Nettuno engine has never been particularly melodic, and while it now carries a more menacing tone, some of its characterful turbo sounds have been lost in the process.

Driving the GT2 Stradale on the roads of southern Spain, initial impressions highlighted its refined ride quality and precise, natural steering feel. Unlike the standard MC20, where the power steering remains constant across different drive modes, the Stradale features unique tuning for each mode. Maserati has ensured that transitions between these settings are subtle rather than exaggerated, preserving a progressive steering response.

The dual-clutch gearbox remains quick and efficient, but in some cases, the revised tuning introduces issues. In GT and Sport modes, the shifts feel appropriate for road use, but the overall experience still leans too much toward grand touring rather than an outright track-focused machine. In Corsa mode, the transmission becomes significantly more aggressive, delivering shifts with a forceful jolt. While this may suit the Stradale’s racing DNA, it lacks the finesse of Porsche’s PDK system or the measured precision found in McLaren and Ferrari gearboxes.

As the road opened up through the Andalusian hills, the GT2 Stradale’s improved body control and lateral grip became more evident. The car remains flatter through corners and offers sharper response, aided by the sticky Cup 2R tires, revised suspension, and enhanced aerodynamics. The Nettuno V-6 also delivers strong acceleration, with Maserati claiming a 0-62 mph time of 2.8 seconds and a top speed of 201 mph. While undeniably potent, the Stradale does not provide the otherworldly acceleration of the McLaren 750S or the electrified punch of the Ferrari 296 GTB.

The track portion of the test took place at the renowned Ascari Race Resort. The standard MC20, while not a dedicated track car, still delivers an enjoyable circuit experience thanks to its balanced handling and predictable oversteer. The expectation was that the GT2 Stradale would take this formula further, sharpening responses while preserving the MC20’s inherent playfulness.

However, limitations surfaced during the track session. The test conditions included instructor-imposed restrictions on drive modes, preventing full exploration of the car’s capabilities. More concerning was the presence of markers on straights instructing drivers to lift off the throttle well before braking zones—a tactic usually employed in endurance racing to conserve fuel. In this context, it raised questions about the endurance of the Stradale’s braking system. The brake pedal feel remains long, as in the MC20, allowing for smooth modulation but lacking the rock-solid confidence found in Ferraris and McLarens.

The GT2 Stradale also lacks the razor-sharp agility one might expect from a track-focused evolution of the MC20. While still composed and incredibly fast, it does not exhibit the effortless control and responsiveness of a Porsche 911 GT3. The Maserati’s larger dimensions contribute to a sense of weight, making it feel less nimble and more measured in its reactions. While undeniably capable, it does not offer the electrifying experience that separates the truly great track-oriented supercars from the merely good ones.

Reflecting on the experience, the GT2 Stradale impresses but does not deliver the revelatory moment expected from a car of its caliber. The standard MC20, despite its quirks, immediately establishes itself as something special, offering a unique alternative to its more established rivals. The GT2 Stradale, on the other hand, finds itself in an uncertain position—more extreme than the MC20 but not quite as compelling as its elite competition.

Depreciation has negatively impacted the MC20’s reputation, yet its driving experience remains highly enjoyable. The GT2 Stradale, while improved in many ways, does not provide a clear leap forward. Instead, it risks being caught in between, neither retaining the MC20’s distinct character nor fully matching the top-tier performance of its competitors. It is a very good car, but in the world of high-performance supercars, merely good is not enough.