In the cockpit of the GranTurismo MC Stradale, Maserati has put Race mode alongside Auto and Sport drive modes for the first time in its model history. Is it defying “team orders” in the Ferrari-Maserati hierarchy?
After all, the Race function used to be reserved for go-faster Ferraris such as the F360 Challenge Stradale and 430 Scuderia, while Maserati cars were denied the same performance privilege.
Now, Maserati finally has a track attack weapon of its own. It faithfully follows the proven motorsport methodology of less weight plus more power and uprated suspension.
Engineers have cut a whopping 110kg from the GranTurismo’s 1880kg. This brings the kerb weight down to 1770kg – tanked up with vital fluids and ready to rock the road.
Turning the coupe into a pure two-seater and replacing the front chairs with expensive carbon fibre buckets account for 67kg. Another 43kg comes from the Brembo carbon-ceramic brakes (18kg lighter than the original anchors), ultra-light forged 20-inch alloy wheels, sports exhaust, optimised bodywork and reductions in wiring and insulation.
The cockpit is a lovely place for the enthusiast. If you don’t opt for the four-point harness together with the half roll cage, it is easy to get into and out of the carbon fibre seats.
Compared to the grand touring GranTurismo, the interior of this sporting derivative is clearly less well-insulated against outside noise, but the additional road roar is mostly from the 35-profile Pirelli P Zero Corsa tyres and much of the loud powertrain note comes from the “liberated” exhaust system.
Not all the 10bhp bonus is from the back end. The 450bhp 4.7-litre V8 has had its mechanical friction reduced and the ECU remapped to suit. Maser engineers have even given the engine wet-sump oil recovery/delivery to reduce pumping losses and yet survive the rigours of track day sessions.
“Maserati Corse” is what MC stands for, and its motorsport genes are evident in the buttons for Race and Sport modes.
The power rating is higher than the 440bhp base engine, but the fuel consumption and CO2 emission are actually a little lower than before.
There is a four per cent increase in torque to 510Nm, which works effectively throughout the rev range and gives the MC Stradale greater urgency whatever the engine speed.
Even more relevant in performance terms is the improved power-to-weight ratio. While the extra output is useful during acceleration, it contributes nothing during braking and cornering.
This is where the lowered weight and sharpened suspension come into play – stopping distances are shorter (just 33m is needed to wipe off 100km/h), apex and exit speeds are higher (because the tyres are now loaded less heavily), and g-forces are greater through every turn. Not forgetting that the century sprint is wrapped up in just 4.6 seconds.
The car’s terminal velocity crosses the 300km/h mark (by a nominal 1km/h) – the first modern Maserati to achieve this.
The robotised 6-speed transaxle manual has been given the Superfast treatment and now has the ability to change gear in just 60 milliseconds, which matches the shift time of the Ferrari 599.
Both the V8 and its 6-speed automated manual transmission have been tweaked to provide more oomph.
In full Auto mode, every gearchange takes a leisurely 140 milliseconds for smooth commuting, and the valve in the exhaust silencer remains shut to keep the drive-by noise down.
Select Sport and gears are shifted in a storming 100 milliseconds, with the exhaust turning vociferous above 4000rpm. In full-blown Race mode, the tailpipes are “wide open” and their maximum decibels are accompanied by thumping upshift shocks.
There is one drivetrain configuration that Maserati has apparently overlooked – Sport setting for the gearbox with the exhaust system always in Race. I suspect some aftermarket tuner is already working on this.
Racetrack junkies will have a blast in this cockpit, equipped with carbon fibre bucket seats
On the Shanghai F1 circuit where we sampled the MC Stradale, it feels extremely stable, thanks to the stiffer springs (which also lower the front by 10mm and the rear by 12mm) and thicker anti-roll bars. Of course, high levels of grip are generated by the P Zero Corsas, which offer an acceptable ride despite their racy composition.
Within the limits of grip, the tyres and suspension give a positive, very connected feel through the fairly hefty steering. Push to the edge of the dynamic envelope and the underpinnings transit to a more neutral zone where the rear end is balanced in tandem with the front axle.
Maserati GranTurismo MC Stradale steals some ideas from the “woah” of motor racing.
The behaviour is “readable” and safe, as long as you handle it smoothly. For some tail-wagging fun, just activate Race mode and enjoy the freestyle oversteer.
Maserati has ticked all the important boxes for this factory-tuned driving machine. It is the sportiest GranTurismo model right now. In fact, this official mod job is the ultimate must-have Maserati today.
And at $500k (without COE), the Maserati GranTurismo MC Stradale is also stunning value for money versus the defunct Ferrari 430 Scuderia (which went for a million dollars in Singapore).
Maserati GranTurismo MC Stradale 4.7 (A)
ENGINE 4691cc, 32-valves, V8
MAX POWER 450bhp at 7000rpm
MAX TORQUE 510Nm at 4750rpm
GEARBOX 6-speed automated manual
0-100KM/H 4.6 seconds
TOP SPEED 301km/h
CONSUMPTION 6.9km/L
PRICE EXCL. COE $500,000 (as of August 2011)
Check out the Maserati GranTurismo
