First Drive: Maserati GT2 Stradale Wants to Race, But Belongs On the Road

The difference between a track car and a road vehicle is often more of a spectrum rather than a gap. Porsche promotes its GT3 as a circuit-ready machine, even though the GT3 RS is much more extreme than the GT3. In Ferrari terms, compare the SF90 Asseto Fiorano to the SF90 XX. For the sake of brevity, I will stick with the specials. Maserati unveiled its first limited edition special since the

last year during the The Quail, A Motorsports Gathering event in Monterey. Its name is a nod to the Enzo-based MC12 that it’s based on, while also aligning the Stradale and the

, with which it shares the same name. As I watch a GT2 race up the hill that is turn one and two at the Circuito Ascari, in Malaga, Spain I wonder: Is the Stradale really a track car, or just an MC20 with a borrowed racing outfit?MC20I have to apologize for my ignorance. Ascari’s layout is a long circuit, with 26 turns in less than 3.4 miles. My time there is set to be very short. Maserati only allows eight laps in two stints, for a combined total of 20 minutes. I’ll be learning the GT2 and Ascari simultaneously.championship-winning GT2 racecarLong before I ever throw a helmet on, Maserati points me into one of the open garages where a GT2 Stradale sits next to the racecar that inspired it. The two cars were developed by the same design and engineering teams, so inspired is not the right word. The visual similarities between the road car’s and racer’s design are obvious when the two cars are compared. Both GT2s feature widened shark-nose grilles, vented bonnets, louvered front fenders, larger side intakes to improve cooling, and huge adjustable swan neck wings. Stradale reduces racecar components to fit into a road car. Maserati, a brand that is known for its style, gave the car a boomerang spoiler to create the maximum 1,102 pound downforce. It was also done so as a dramatic touch. The MC20 has a subtle and elegant aesthetic. However, the GT2 is more striking. It’s more interesting to look at. It’s still a cool costume, even if the aggressive aero, matte carbon panels, and forged 20-inch wheels are all just racecar cosplay. As Maserati engineers rattle off statistics as my time at the track approaches, my expectations of the GT2 Stradale continue to grow. The GT2 Stradale loses 132 lbs over a standard MC20 by reducing its carbon fiber intake. Its spring rates are also increased from eight to ten percent in the front and rear. The $13,750 Performance Package fitted to my car replaces the GT2’s vented steel brakes with upsized carbon ceramics. It also wraps the center-lock wheels with semi-slick Michelin Cup 2R tires and swaps the mechanical limited-slip rear differential for an electronic unit. The pack allows you to adjust your traction control settings, stability control settings, eLSD settings, and ABS levels. After 2 hours standing in line, I find out that I will be driving an instructor for the entire time. So much for those hard-fought weight savings.

Shortly after exiting the pit lane, a small crest drops us into turns three and four, also known as “The Screw.” Even with such a short stint ahead, the vocal instructor insists that I start and stay in Sport mode, the middle of three core options if you don’t count the superfluous Wet setting. This slight firming up of the car’s dampers and quickening shifts relaxes the stability control system. However, it is not suitable for track duty. Even this lightweight squats and dives when braking hard in Sport mode. The Stradale’s nose dips to the point that its carbon splitter makes contact with the tarmac, which causes it to lose precious clear coat.

Within 60 seconds my first 10 minutes on the track are over. I return to the pits and follow an engineer, asking about how softly springy this car is. The answer is telling. The GT2 Stradale is essentially a racecar with a carbon tub chassis, which the MC20 borrowed. The Stradale’s dampers are the same as the MC20, with only software updates. The only thing new about the Stradale’s springs is that they are slightly firmer and taller with a larger diameter. When asked why the suspension of this car wasn’t firmer, the engineer explained that due to the chassis’ high rigidity in torsional directions and its lack of excess mass, it didn’t require to be stiffer. It’s hard to accept this reality, however, when I can still see the front splitter, with its exposed carbon fibers, glinting in the Spanish sunshine.

The clipboard-wielding woman hollers and I am back in the car strapping my harness, settling into the carbon buckets. The instructor tells us to switch into the top Corsa setting next. The excitement of driving the car that I traveled half way around the globe to drive is not enough to make me sound excited. The excitement fades as we set off. As I attempt to accelerate, my passenger urges me to shift up midway through the rev-range. Pulling the column mounted paddle at 4,500 revs seems like a waste, as peak power is not reached until 7,500 revs. The instructor insists. As we blast by the pits on the final straight and come to the finish line, the instructor calls out to shift up early again. Maserati North America’s generous head for communications tells me just as I am about to start talking, I feel as though I have learned nothing. He has secured me a second session, but this time on my own. As the car in front reaches the midpoint of the track, I am given the green light for my final run. The single-passenger GT2 Stradale felt faster on its feet instantly. Freed to pick up the pace, I push at full throttle down the first straight, this time clicking up a gear only when the steering wheels shift lights fully illuminate.

The GT2’s acceleration is, to use the correct term, batshit quick. The GT2 may have 40 less horses than the Artura but its acceleration is almost identical when not being tested with instruments. It doesn’t seem any faster than a standard MC20. The Stradale’s ten additional horses and seven lb.-ft. of torque are not as impressive as they may seem. The new exhaust system on the 3.0-liter 90-degree twin-turbocharged V6 allows it to produce a low-toned buzz as you near its redline at 8,000 rpm. This car’s impressive lateral grip on Ascari sweepers is made possible by new aero components, and a set of semi-slick rubber. The front of this car is responsive and agile in slower sections. While its electric power steering is fast, it does not provide enough tactile feedback or pick up enough load. The steering of the Stradale is precise, but its vagueness makes you wonder how much grip there is as you increase the speed. It’s effective but far from engaging.

It’s a similar story with its carbon ceramics and the GT2’s brake-by-wire system. The Brembos on the GT2 are more powerful and progressive than those in a Corvette Z06 but they lack feedback. As you apply the brakes, you will hear the car’s blinkers going off. As before, the car is highly effective, but it’s not very engaging. This Maserati is a clear choice for the track and the roads. Its suspension is soft and can easily absorb the odd bump even when cruising at Corsa. Although you won’t notice the aerodynamic components, its brakes are powerful and its steering precise. On public roads, the 631-hp power output is excessive. This is where the GT2 Stradale truly feels at home. The name of the car is also a statement. “Stradale”, which means road in Italian, makes it a bold choice. Here is the answer to your question. The GT2 Stradale, with its Performance Pack, is a track-ready car. It does everything well on the track but even better on a mountain road. It faces stiff competition within its own ranks. The GT2 Stradale has a lot of similarities to the MC20. It recreates its road manners. Although a longer test drive might reveal subtle nuances not detectable in a total drive time of around an hour, they didn’t stand out on this brief first drive.

Outside of a track day, this special edition’s most significant differences are its excellent racecar-inspired styling, carbon fiber and Alcantara interior, and spectacular Sabelt buckets. While everyone is swooning over Porsche and Ferrari models that are currently trending, the GT2 offers a more IYKYK alternative. Maserati’s price increase of nearly $80,000 to $311.995 is still difficult to swallow, despite the fact that it plans to limit its production to 914 cars.

The problem is that for this sum there are many other cars to choose from. The GT3 RS with its 9,000 rpm screaming six-cylinder engine is a clear winner. Its theatrics are far superior to the V6 GT2’s. You can include the dealer markup in the price of over $300,000. If you prefer the feeling of being involved and connected, then you can opt for the McLaren 750s. The GT2 Stradale, Trident’s limited-run special for the first time in decades, is a great car in isolation. The GT2 Stradale is the first limited-run special from Trident in decades, but this brief encounter gives the impression that it’s great on its own.