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From the moment we set our eyes on the surprising corners of the Maserati MC20, we couldn’t help but believe in a more competitive edition. After some time sitting, the mind of a road-legal track device that rivaled the downforce monsters of Chevrolet and Porsche crossed our mind. Minds. Maserati obviously had a similar mind, but instead ignored the road-ready edition and went straight into track-only mode. After all, before the release of the newest versions of the Corvette Z06 and Porsche 911 GT3 RS, the C8. R and 911 R exchanged paint on the track.
Maserati may not have wanted to say whether a similar trajectory is being considered, but they have since created the MCXtrema, a rolling aerodynamic art exclusively for track use. Now, with some elements borrowed from the MCXtrema, we have the aptly named GT2, its successor. to the MC12 racing car and homologated to compete in the European Fanatec GT2 Series.
The GT2 begins its life on the same production line as the MC20 before being shelved and prepared for track service. The goal of returning to racing weighed heavily on Maserati’s decision to equip the MC20 with a carbon fiber monocoque, which only required slight modifications to incorporate the GT2’s FIA-homologated stabilizer bar. The MC20 and GT2 share very few frame parts, with the exception of some door elements, headlights and taillights. The front bumper and splitter assembly, louvered hood, engine cover, rear bumper and diffuser feature latches that allow for hasty removal in the event of an incident on the track. Holes in the carbon fiber reinforced plastic frame panels supply air to the brakes and coolers. The roof snorkel provides a constant breeze to the engine and transmission coolers. The production MC20’s intercoolers are located at the rear of the GT2 and, because the engineers get what they need at race time, they are fixed a little more vertically here.
Tucked under the hood of the GT2’s engine is the same twin-turbocharged 3. 0-liter Nettuno V6 that powers the MC20. Maserati claims that the engine is about 80% similar to that of the tram, without the GT2-specific exhaust manifolds and larger turbochargers drawn from the MCXtrema. Despite the larger turbos, the GT2 arguably wouldn’t surpass the MCXtrema’s 724 horsepower. In its most competitive engine mapping, the 3. 0-liter produces the same 621 horsepower as the streetcar. So why bigger turbos? Engineers say the new snails make it less difficult to set up when functional balance regulations inevitably force Maserati to reduce force to keep the box competitive. The GT2’s driving power is transmitted to the rear wheels via a six-speed sequential race transmission with HÖR technology and an adjustable limited-slip rear differential.
The Nettuno’s pre-chamber ignition and two spark plugs per cylinder remain in place for the GT2. Fuel economy in the European GT2 series is critical, but with the option to maintain power in the future, Maserati hopes the smart combustion process will be consistent with calibrating an engine map capable of consuming a gallon of fuel more than the competition.
At the front of the suspension, sturdy billet aluminum arms of unequal length sit at all four corners, while the Street MC20 uses a multi-link setup. You may not find any comfortable rubber in this setup; The arms are fixed to the frame by means of inflexible ball joints. The Öhlins shocks feature adjustable compression and rebound, and the dual anti-roll bars offer 3 adjustment positions.
Foreign circuits and unfamiliar cars, as well as prototype versions, can lead to an overload of anxiety. Since no one likes to fly blind, we settled into the passenger seat next to Maserati’s decorated driver and go-to driver, Andrea Bertolini, for a few turns of familiarity. the 1. 3-mile setup at the Autodromo di Modena before we get a chance to beat the GT2 ourselves.
Thanks to the MC20’s gull-wing doors, it’s one of the easiest supercars to get in and out of. Much of that feeling carries over to the GT2; Simply place one leg through the roll cage and slide into the Sabelt constant bucket seat. Once installed, all steering wheel and center console controls and buttons are intuitive and obviously labeled. In the latter, all the buttons for relevant purposes are in the same row and have the same color: the lights are green, the rain-like controls are blue, and so on. If you opt for the air-conditioned GT2 with a passenger seat, the brave shotgun has its own ventilation control and fan. Vital engine data and almost all knowledge from all other sensors can be displayed in the Bosch virtual tool group.
Once the crankset is adjusted and the six-point belts are tightened, we turn on the fuel pump, which turns audibly. With the ignition transfer on and the clutch depressed, the V-6 creaks. A race engineer gives the go-ahead. The GT2 pneumatic cylinders. It’s time to go.
We let go of the clutch and the GT2 came out of the pits with the mechanical orchestra of a race car. All the screams and pees from the transmission echo through the cockpit. To keep the tyres at the right temperature, the last lap deserves to be approached with a bit of aggression. Each gear change turns on the air pump that powers the gearbox. It’s broken. The sounds of racing cars are fun.
As the GT2 accelerates to 210 km/h on the Autodromo di Modena straight, each and every gear change is immediate. Respecting the braking zone and thinking about each and every one of us, we depend on the central pedal earlier than usual. There’s a lot of travel underfoot and not much feel – or, indeed, any indication that the 11-way adjustable anti-lock brake formula is doing anything. But as the revs build up and the Pirelli P Zero brakes and racing tires get into a correct operating zone, the 15. 4-inch iron discs and six-piston calipers up front and the four-piston rear motor and 14. 0 inches are actually starting to work. show your strength. Brake bias is smoothly adjusted via a giant button to the right of the driver’s seat. Bertolini set the brake bias so that about 60% of the force is applied rearward, and that works best for us. We may like a firmer pedal, but it’s easy to adapt and modulate the setup as is.
Entering Turn 1, the guide is very fast with a lot of feel and feedback. The Electronic Person Guide Stand also offers five assist settings, controlled by a dial on the center console. Initially, Pirelli will offer great grip. However, if a driver pushes too hard, understeer occurs and is immediately transmitted through the yoke. As the bite wears off, it doesn’t feel like a jump off a cliff, but rather a linear build-up of that event. The trams ran like that.
Turns 2 and 3 feature a slower left-to-right section. Admittedly, we are probably too shy about gassing. However, even with the 3 engine maps set to their difficult maximum positions and the six-position traction dial set to one of the least intrusive settings, the rear tires are plugged in. Hitting the throttle hard doesn’t knock down the tail, but it will send fantastic bleed sounds from the turbo and wastegate into the cabin.
Driving down the back straight, the soundtrack of the right-hand channel V-6 is essentially the only reminder that you’re on something that, in short, is an MC20. While the V-12-powered MC12 is a symphony, the twin-turbocharged six GT2 is more of a thrash-metal concert. It’s not bad, it’s just different.
There’s a slight bump over a blind ridge at the intersection of the track setups. On the MC20, this is enough to interrupt traction when the car accelerates at full throttle. The GT2 and its downforce-generating drop planes, three-position adjustable front end The splitter and 10-position rear wing force the Pirellis to step on the track, and the GT2 seems unfazed.
The last component of this short excursion rewards patience. On those slower curves, if there is swaying, medical-grade tools would be needed to detect it. After just a dozen laps, you’re already at home in the GT2. The fact that this car is so affordable and less difficult to drive temporarily than an MC20, is precisely what Maserati wanted it to be. They have built a race car that even an experienced driver will feel comfortable in.
When GT2 competes in its first full season of the Fanatec series, five visiting cars are expected to line up on the grid. For those who don’t want to travel to Europe to race, Maserati will send a car to the U. S. U. S. for $522,000 for use for track days. That’s a lot of money, yet to stand out among the hordes of 911s and Corvettes, and given how available the GT2 is to drivers of all kinds, there are in fact far worse tactics to spend it.
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