Maserati is making a return to its competitive racing heritage, as demonstrated by its latest endeavors.
The renowned Italian manufacturer based in Modena re-entered the racing scene in 2023 with the MC20-derived GT2. This venture has paved the way for the introduction of the 2025 Maserati GT2 Stradale.
Set to arrive in the U.S. in August, the road-ready version of the race car will certainly dazzle, yet it may fall short in capturing the emotive essence typically associated with Italian designs.
Maserati invited me to Marbella, Spain, to experience the GT2 Stradale at the Ascari race track and its picturesque surroundings, allowing me a brief but illuminating glimpse into the Tridente’s commitment to reviving its competitive spirit. Spoiler alert: The experience varies based on individual expectations.
The GT2 Stradale delivers neutral handling with precise shifts
During my second lap at the Ascari circuit, which Maserati allowed us to drive in its complete 3.37-mile layout, I noticed the rear of the GT2 sliding out as I applied trail braking into turn 3. I countersteered gently while easing into the throttle. As I remarked on the chassis’s neutrality, my Master Maserati driving instructor and co-driver Marcello Zani advised me, “You don’t need to trailbrake this car.”
I interpreted that as a hint that sliding our $300,000-plus vehicle wasn’t a necessity. Alright, Marcello.
The steering felt appropriately weighted, even in Corsa mode, and offered good feedback. Turn-in was sharp, although this electric power steering system didn’t provide the same level of connection and responsiveness as the setup found in the Porsche GT3 RS.
As I maneuvered from turn 3 to turn 4, I reached for the column-mounted carbon fiber shift paddle to shift from second to third gear. This shift was fleeting, as I quickly transitioned into fourth gear before needing to downshift for turns 5 and 6.
The 8-speed dual-clutch automatic transmission executed gear changes with impressive speed, achieving shifts 0.2 seconds quicker than the MC20’s transmission. The pre-load function enhances the gear change with extra torque, leading to a sharp impact during each upshift that could jolt occupants, even in Sport mode. Conversely, downshifts were notably smoother, allowing for a more fluid experience when approaching the 90-degree turn 8.
The braking experience in the GT2 Stradale is noteworthy
Considering the price point, the GT2 Stradale boasts standard massive carbon ceramic brakes with 6-piston front and 4-piston rear floating calipers gripping substantial rotors. These rotors have been increased in size compared to the MC20, with front rotors being 0.1 inch thicker and 0.3 inch larger in diameter, and rear rotors being 0.3 inch thicker and 0.8 inch larger.
The brake-by-wire system proved to be consistently variable. I tested two vehicles, one on the track and another on the road, and the experiences mirrored each other. At lower speeds, the brakes felt challenging to modulate due to an abrupt on-or-off nature and instantaneous bite. However, at higher speeds, the brakes felt progressively better, with ample space in the pedal travel. Interestingly, another journalist in a different vehicle experienced the opposite sensation at higher speeds, suggesting that different cars might have different calibrations. Your brake experience might vary based on the car? It’s somewhat unclear.
On a positive note, the GT2’s brake-by-wire system felt less artificial and more confidence-inspiring compared to the brake tuning found in the C8 Corvette Z06.
The GT2 Stradale makes speed accessible
Stepping into a recent Porsche 911 GT3 RS can sometimes feel overwhelming or confusing, which is not the case with the GT2 Stradale. In fact, it outperforms the GT3, achieving a 0-60 mph time of 2.8 seconds (the Porsche manages 3.0 seconds), and it boasts a top speed of 201 mph, compared to the Porsche’s 184 mph.
Sitting in the carbon bucket seats—more on those later—and pressing the blue start button located on the carbon fiber steering wheel, I can switch drive modes using a knob on the carbon fiber center console. Just a twist to engage either Sport or Corsa mode, and it’s time to leave for the theoretical track.
Changing drive modes—featuring Wet, GT, Sport, and Corsa—needs a physical twist of the knob. Once in Corsa, you encounter a four-level submenu system
The drive mode settings can be navigated by adjusting the drive mode knob. Once in the submenu for Corsa mode, users must exit the submenu completely instead of just shifting back to Sport mode, which can be cumbersome and particularly frustrating when driving at speed.
Complicating matters, the drive mode selector features a touchscreen, but it only functions as a touchscreen for toggling between drive modes and adjusting damper firmness. To change either setting, users must physically twist the drive mode dial. The three damper firmness settings available are Soft, Mid, and Hard. In Corsa mode, this setting defaults to Soft, which felt adequate while navigating the Ascari. However, another journalist scraped the front of the car on a few carousel turns. The front springs are 8% stiffer, while the rear springs are 10% stiffer compared to the MC20, with the dampers remaining unchanged but specifically calibrated for the GT2 Stradale. During the drive from the Ascari track to the hotel in Marbella, the GT2 Stradale proved to be comfortable and user-friendly, even when set to Corsa mode.
Adjustability appears limited. Within Corsa mode, the four sub-modes reduce the safety and traction control systems further, but drivers are never entirely without support. Antilock braking remains engaged at all times, as no one wants to experience a lockup.
Regarding that trail brake slide at turn 3? The vehicle was in Sport mode with all electronic safety systems activated. Maserati’s team has calibrated the system to permit a degree of fun without interference. I didn’t require any assistance.
Switching to Corsa mode instantly remaps the throttle, causing the car to surge forward with impressive force. It surprised me how quickly I exited pit lane, as Corsa mode fully unleashes the accelerator’s potential.
In GT mode on the road, however, everything feels subdued. The transmission executes short shifts and strives to keep RPMs below 2,000 as much as possible, and the dampers default to Soft mode for comfort. This vehicle could smoothly handle highway cruising. Nonetheless, even in GT mode, drivers can switch the dampers to Hard.
Is it suitable for road trips? Yes. Is it a serious, hardcore sports car? No.
The GT2 Stradale is a Maserati that…lacks emotion
It’s hard to comprehend that the famed Maserati crafted a car that feels so subdued, but here we are. When idling, the 631-hp 3.0-liter twin-turbo V-6, which generates 531 pound-feet of torque, is muted with a low growl. This marks an increase of 10 horsepower compared to the standard MC20, attributed to larger intakes and enhanced airflow.
As the car rolled out of the pits, the sound of pebbles crunching beneath the semi-slick tires was more audible than the noise from the dual exhaust outlets. When speeding down the front straight, the GT2 Stradale emitted a sound that was…adequate. It certainly wasn’t loud, approaching anonymity in sound. Where’s the excitement?
Inside the cabin at track speeds, the GT2 lacked the visceral thrill, aggression, and loudness one might expect, failing to evoke any sense of emotion. Is this truly an Italian vehicle?
In contrast, the German Porsche 911 GT3 howls while the British McLaren Artura (after exhaust modifications) can sound genuinely fierce when its available Sport exhaust system activates its performance valves.
On public roads, the same issue persisted; occupants could clearly hear the turbos drawing in air during partial throttle applications. However, on the track, that characteristic turbo noise was oddly absent, likely due to wind noise at high speeds and the more aggressive throttle use.
Maserati seems aware of the concern, as Antonia Esposito, chief engineer of the GT2 Stradale and its race counterpart, mentioned the ongoing development of an optional titanium race exhaust system. This system will be offered as a dealer-installed option that is not street-legal and intended strictly for track use. Esposito was quick to clarify that he wouldn’t be hunting down offenders should the system find its way to public roads. When asked about possible legal repercussions, he noted that users would “need to swap their exhaust systems back and forth for track days.”
The titanium exhaust system is expected to be available in the latter half of the year, which will reduce the GT2 Stradale’s already lightweight curb weight of 3,009 pounds by 16 pounds and register at 98 decibels. Esposito explained that 98 dB is the threshold for many racetracks.
Final specifications have yet to be confirmed, but it appears the titanium exhaust system may eliminate both catalytic converters, the particulate filter, and possibly even the mufflers. The engineering team is still deliberating on the mufflers.
The GT2 Stradale boasts functional aesthetics reminiscent of a racing car
The GT2 race car and the GT2 Stradale share evident visual design cues, thanks to the work of the same design and engineering teams.
Modifications made from the MC20 to the GT2 Stradale focus on reducing weight and enhancing aerodynamics. The Stradale features entirely new front and rear bumpers, equipped with large air intakes, vented hood and fenders, as well as dedicated ducts for brake cooling. Although the rear wing is smaller compared to the race variant, it adopts a similar design with swan-neck supports akin to the 911 GT3 RS. Side intakes have been enlarged by 20% for improved airflow. Furthermore, the forged aluminum 20-inch wheels with center locks contribute to a reduction of approximately 42 pounds in unsprung mass and come fitted with Michelin Cup 2 tires sized at 245/35 in the front and 305/45 in the rear, which are suitable for street use while retaining race-like performance.
All aerodynamic enhancements effectively generate 1,100 pounds of downforce at a speed of 174 mph. While this may not be noticeable at lower speeds, at 131 mph entering turn 14, the GT2 Stradale remains remarkably stable and planted on the asphalt.
A notable feature akin to race cars is the brake light system. Similar to an F1 vehicle, the four-way hazard lights activate during heavy braking, alerting other drivers of the rapid deceleration. Inside the cockpit, the sound of the indicators can be heard. Initially entertaining, it proved potentially useful on the track, but became a nuisance on public roads, highlighting that safety features aren’t always enjoyable.
The interior of the GT2 Stradale features a redesigned center console compared to the MC20, constructed from carbon fiber to save 3.3 pounds. The standard seats are carbon fiber buckets that reduce weight by around 44 pounds at the center of the vehicle. The passenger bucket is fixed upright while being able to slide manually back and forth, whereas the driver’s seat also slides, but includes a power height adjustment allowing it to be positioned lower than the passenger seat. The carbon seats come with Alcantara-covered foam padding available in two sizes: Small and Large. Test units utilized the Large seats, which have padding that is 0.4 inches thinner compared to the Small option. Standing at 5-foot-10 with a medium build, the Large seats fit comfortably, although the Small seats with thicker padding might feel constricting. Surprisingly, despite their race-like appearance, the Large buckets provided excellent all-day comfort, making them suitable for long trips.
The dashboard is wrapped in suede and features a compact but wide 10.3-inch touchscreen infotainment display. The interface mirrors that of most Stellantis products, making it user-friendly for anyone familiar with a Chrysler Pacifica. It stands out as being more intuitive compared to systems found in competitors like McLaren or Ferrari. A convenient volume knob is also situated on the center console between the seats.
While driving on public roads, the rearview mirror proves ineffective, offering little visibility through the engine compartment. The standard digital rearview camera provides slightly improved visibility, but its low positioning limits the view to mostly the lower halves of the vehicles behind. Additionally, the driver’s side mirror has restricted adjustability, unlike the passenger side, which allows for better positioning.
The Maserati GT2 Stradale Carries a Price Tag Similar to Porsche and McLaren
When it debuts in the U.S. in August 2025, the Maserati GT2 Stradale will carry a starting price of $311,995, which includes a destination charge of $1,995. The automaker plans to produce only 914 units, a nod to its founding year of 1914.
This price is for a standard GT2 Stradale, which was not present during the event. Each test vehicle was enhanced with the Performance Pack for an additional $13,750, featuring a more sophisticated Corsa mode with sub-levels and an electronic limited-slip differential. European customers can opt for a Performance Package Plus for approximately $5,000 (USD), which includes a fire extinguisher and four-point harnesses compatible with the standard harness bar located behind the carbon bucket seats (the bar is omitted if you choose the comfort seats, which I never encountered and find hard to justify given the comfort of the buckets). American buyers will need to take care of that themselves.
For a similar investment, consumers might prefer the more versatile Porsche 911 GT3 RS (if they can secure an allocation) or the McLaren Artura, which offers the advantage of silent electric driving or a powerful roar when needed.
As I drove the blue GT Stradale into the hotel parking area at sunset, a young boy, about the age of my son (who is nearly nine), was visibly impressed. He quickly pulled out his phone to take pictures and record videos, likely for TikTok and Instagram.
Ultimately, aren’t these high-performance vehicles all about making an impression? This model certainly has that factor and draws the attention of anyone with a smartphone.
Image Source: AndreaMazzi / Shutterstock
