Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Basem Wasef – August 29, 2026

First Drive: 2027 Maserati Range

Italy’s blustery northern breezes are the stuff of legend. The weather feature is evocative enough to have inspired Maserati’s Bora model name back in the 1970s, not to mention enough local folklore to fill a storybook. Winds of change have become a leitmotif for the hundred-year-old Italian brand’s scrappy beginnings, sweeping motorsports successes, and mercurial road car fortunes. The origin story is so epic it inspired an upcoming feature film starring Al Pacino, Anthony Hopkins, and Jessica Alba. Though loaded with lore, Maserati has struggled of late in the fight for luxury car supremacy, flapping like a rag in those proverbial gusts. There’s no better time than now, and no place more fitting than windy Trieste, to sample Maserati’s newly updated GranTurismo ($154,090), GranCabrio ($158,000) and Grecale ($78,250, below). “The expression of Maserati is the manifestation of a multisensory experience,” marketing boss Cristiano Fiorio explained ahead of the drive. The woo-woo statement is, in fact, on the nose, pun intended: the brand has long been focused more on a circle of intangibles – engine sounds, leather smells, the lilt of a fender, than left-brain considerations like engineering or residual value. Why compromise those qualities now? Design, of course, is one of the brand’s core values. But design head Klaus Busse says Maserati’s curvy forms have much more function than you might think. “Our proportions are created by performance,” he explains. “The reason the MC20 has no wing is because the car itself is a wing.” That said, a bit of modernity has indeed infused the new 2027 model lineup, its facelift introducing cleaner surfaces and more purposeful sheet metal. Climbing inside the latest GranTurismo reveals Maserati’s familiar leather smell, though traditionalists will notice the digital gauge cluster, new push-button PRND shift buttons, and stacked 12.3-inch central touchscreens, which dedicate a lower screen to HVAC controls. Busse describes a “balance of opposites” that necessitates the screen functionality. “We need screens; otherwise you’d have a 747 cockpit with all the [button] functions.” Fair enough. There’s also a new centrally positioned clock display with customizable content (including a compass, below) and an horologically-inspired, polished aluminum-edged bezel. Under the hood, the 3.0-liter Nettuno twin-turbo V6 gets improvements in top Trofeo trim, yielding 582 horsepower (40 more than before) and 479 lb-ft of torque, while the next level down makes 483 hp. The Grecale Trofeo ($115,830) packs 523 hp and can run 0 to 60 mph in 3.6 seconds; the next rung down is a 385 hp V6 found in the Base and Modena models. There’s a bit of a tradeoff here. The turbocharged V6s, which were introduced for the 2024 model year, were lighter and torquier than the naturally aspirated V8s they replaced. However, they lacked the crispness and haunting exhaust notes of the V8s. They also lost a piece of history, as the V8 engine block was sourced from their Ferrari neighbors, which is never a bad thing. On the positive side, production of GranTurismo and GranCabrio has moved from Turin to Modena, returning to the spiritual heart of the brand. And speaking of spirit, there’s a lot to like when it comes to miles spent piloting the GranTurismo. We headed out from Trieste and quickly crossed into idyllic Slovakia, where the mountain roads call like a siren song to Odysseus. The GranTurismo won’t win a drag race with a Ferrari or a handling challenge with a Porsche, but holds its own with an engaging grasp of the road and enough power to launch it to 60 mph in only 3.6 seconds. Need even more grunt? Maserati’s Folgore, the fully electric version of the GranCabrio, does the deed in a scant 2.7 seconds. The Grecale Trofeo’s leather-lined cabin is more of an outlier in its class than the cushy GranTurismo is in its; don’t even think about comparing the Porsche Macan or BMW X4’s Teutonicness against Maserati’s dolce vita. There’s also a surprising amount of waftiness to Grecale’s driving demeanor, a light sportiness and graceful suspension damping that makes it a pleasure to push through these hairpin corners. While I fully expected to enjoy driving the GranTurismo – just look at it! – the Grecale Trofeo turned out to be the dark horse, delivering a sporty surprise and delight despite its utilitarian five-passenger layout. While the Trofeo’s most aggressive suspension settings might be a bit stiff for some, the more approachable versions deliver a well-rounded balance between compliance and crispness that make them eminently livable. The next morning I’m treated to a taste of an outlier in the Maserati lineup: the $313,995 GT2 Stradale, a race-inspired, limited production take on the MC20 (and its relatively recently refreshed successor, MCPura). The scissor-doored, carbon chassis two-seater is a 201-mph love letter to racing, and mine was finished in a stunning matte metallic bronze hue as a demonstration of what can be accomplished with Maserati’s Fuoriserie customization program. The recently introduced atelier offers bespoke paint colors, unique trims, and the sorts of personalized details that elevate a manufacturer beyond the realm of standard-issue luxury. Sure, the GT2 Stradale was buttoned-down and seriously quick, but what distinguished it was its panache. Whereas the GranTurismo and Grecale are able to slip into traffic and blend, there is no hiding the GT2. It pops, it slaps, it bangs, which has long been Maserati’s secret weapon for those seeking a dash of flash. The Italian challenger brand will never compete with the big boys when it comes to outright engineering. And they’re pushing for technology to trickle down from racing, as they compete in GT2 and debut their new GT4 efforts over the summer in Goodwood. But Maserati’s most ardent selling point is as emotionally unexpected as inscrutable as a wind that blows suddenly and strongly across an Adriatic city. The force is a definitively Italian one, a vibe so specific it took a non-Italian – Klause Busse, a German – to describe it so astutely. “The Italians,” he said, “are on the right side of arrogance. There are other countries on the wrong side of arrogance. But Italy? They’re just cool.” View All Maseratis for Sale IMAGES BY MASERATI S.P.A & BASEM WASEF

By Charles Bradley – February 14, 2026

Review: 2026 Maserati Grecale Trofeo

If you’re shopping the premium compact luxury performance SUV segment, the choices are plentiful – and overwhelmingly German. But step outside the comfort zone of the Porsche Macan, BMW X3, Mercedes-Benz GLC, and Audi Q5 options, and there’s a compelling Italian alternative for buyers craving everyday usability with a genuine exotic character. The Maserati Grecale Trofeo delivers exactly that, blending performance pedigree with unmistakable Italiano flair – that’s all the rage just now thanks to the Winter Olympics. With the days of sloppy and wobbly handling SUVs long gone, the opportunity for pumped-up performance and handling has served up a gem of a car that flies under the radar in terms of its looks. But this classy-looking number hides a big punch in the twin-turbo, 3.0-liter V6 engine that also powers its MC12-derived MCPura, harnessed by an all-wheel-drive transmission that includes an electronic limited-slip differential to ensure dynamic traction. Slightly down-tuned to 523 horsepower for its role as a front-engined ‘puller’ as opposed to mid-engined supercar ‘pusher’, it still provides a 0-60 mph time of 3.6 seconds that rivals many sporty cars and a top speed of 177 mph. The ingenious Nettuno V6 engine has substantial range, from happily puttering along on the highway at 70mph to as much wastegate-chattering theatrics as you’d care for in Corsa mode. We last tested one in 2023, and our most recent Grecale experience was the all-electric Folgore. Now, while that packs over 550 horsepower from its dual-motor powertrain, it just doesn’t quite deliver the ICE-motivated raw wallop that the Trofeo is capable of in Sport or Corsa drive modes. It also weighs a whopping 5,500 lbs, compared to the Trofeo's 4,600 lbs. And its lack of a gearbox also misses the drama of the controlled explosion that occurs every time the Trofeo upshifts on the redline, which is enormous fun. The Grecale is built on the Giorgio platform, as per the Alfa Romeo Stelvio, which provides a solid foundation for its performance-oriented nature. Its nameplate is derived from the Mediterranean wind, Gregale, which is fitting as it doesn’t take long to feel the rush of air when you unleash its V6-powered chops with the windows down. My tester came in Blu Modena with a premium black/grey leather interior, retailing at $121,380 which included 21-inch forged Matte Crio rims and red brake calipers, a tech assistance package, a 14-speaker Sonus Faber Premium Audio System, and the only real giveaway to its performance intent: Trofeo badges in black chrome with red surround. And this is where this car flourishes for me. Its styling is understated, it doesn’t shout at you, its grille – carrying the iconic Trident emblem – doesn’t look like it was designed to swallow a shoal of herring, and its sculpted lines feel more flowing than a Macan, for instance. Inside the luxuriously-appointed cockpit, you get a 12.3-inch digital TFT instrument cluster that alters depending on drive mode, plus dual 12-inch and 8.8-inch Maserati ‘Intelligent Assistant’ screens – between them are the buttons for operating the transmission, which always makes me question where they are when I get in. The start/off button and drive modes are on the steering wheel, but the huge flappy paddles to manually operate the eight-speed gearbox obscures easy use of the indicator/wiper stalks. And the volume control for the entertainment system is positioned as far away as possible from the driver, and feels tacky to operate when you do reach across. For the purposes of this test, my voyage is a fitting one: From home in Miami Beach to the fabulous Cars on 5th show in Naples, on the opposite side of Florida. This means traversing the state much like one does when going from one side of Italy to the other, and is achieved in a couple of hours. For the boring bit – the Alligator Alley dual carriageway – I’m content to stay in Comfort Mode, and enjoy the ride of the suspension in its softest setting, and can relax in the knowledge there’s easily enough range in this tank to get there and back without stopping (unlike the Folgore, where I’d be searching out a charging point in Naples). If I came upon a knot of traffic, usually caused by outside lane amblers, I can slip into GT mode and add some performance to blip past them with ease, thanks to its added torque. And at each end of the journey, on the city streets, it’s fun to slip into Sport or Corsa mode, and enjoy some aggressive short blasts, and Naples even boasts some roundabouts to whirl around. Steering feel changes depending on what drive mode you opt for, and barring a penchant for understeer (well, all the weight is at the front, so what do you expect?) it was otherwise keenly poised with a fine weight. The Grecale’s ride quality soaked up the bumps of Alligator Alley’s bridges, and coped well with switching lanes across the ruts as this road seems to be permanently getting re-laid overnight in single-lane patches. Although this was a solo trip, there’s plenty of space in the back for a pair of full-size humans and decent trunk area. I can see why the Grecale, and its now-discontinued (and much missed, bring it back!) Levante big brother, are so popular in South Florida – they offer similar pure practicality, yet look so damn classy when parked next to their segment rivals. Arriving at the upscale Bellasera Hotel in Naples, the Grecale received some admiring glances from the car park clientele and valets. Yes, you’ll pay more for a Grecale Trofeo than a Macan GTS or X3 M40i – and on a spreadsheet, the Germans will likely make more sense. They’ll hold their value better, and their engineering is ruthlessly efficient. But cars like this shouldn’t be bought with spreadsheets in mind. If you value character over clinical precision and want a high-performing SUV that feels special every time you drive it, the Grecale Trofeo delivers something its rivals simply can’t: soul. View All Maserati Grecales For Sale Images: Charles Bradley & Maserati

By Charles Bradley – January 01, 2026

Can A 200-mph Supercar Really Pull Off A Luxury Getaway?

A six-figure, 200-mph supercar is designed to dominate apexes, not interstate exits, yet that hasn’t stopped owners from expecting more than mere daytrip thrills. As luxury motoring evolves, the modern supercar is increasingly asked to do what was previously unthinkable: carry luggage, handle long highway stints, navigate valet ramps, and still arrive looking as composed as the five-star resort it’s parked outside. The question isn’t whether a six-figure performance machine can go on vacation – it’s whether it can do so without compromising the sense of effortlessness that true luxury demands. We thought we’d answer the question by taking the 2026 Maserati MCPura on a jaunt from Miami to the Florida Keys, and find out if practicality would get in the way of its performance chops. Now, I’ve driven this car in the mountains of Tuscany, and around the curves of Miami’s Concours Club, enjoying its 621 horsepower and carbon-tubbed handling to the max. But how would it handle the journey from my hometown of Miami Beach, taking the Florida Turnpike and U.S. 1 even further down south to Key Largo, Islamorada, Tavernier, and Marathon? Part of the facelifted Maserati MC20’s appeal is that it can be quite a docile creature, thanks mainly to its 3.0-liter Nettuno V6 engine. Its rivals in the market are far more aggressive, and its vehicle dynamics are positively chilled – which is exactly what you want for a multi-day Florida Keys excursion. What’s also vital is the front-axle lift capability, because once you’re off the main route, there’s plenty of rough car parks and speed bumps to negotiate – even if the general terrain in these parts is as flat as a pancake. For starters, I take the MCPura out for a photoshoot to catch the Golden Hour, so take a trip from my place to Ocean Drive, say ‘hi’ to a surprisingly nonplussed breakfast chef as I snap the supercar under The Betsy Ross Hotel’s famous orb, and then take it on a cruise past the Versace Mansion (RIP Gianni) and the Clevelander. I swing a right after the Bentley Hotel, and take 5th Street to the McArthur Causeway, past the multi-millionaires of Star and Palm Islands on the right, plus the cruise ships to my left. Sending the car away from traffic light with its launch system briefly gets a motorbike cop’s attention, but he just wants to check out the car, and motors away before I take the exit to Watson Island’s exotically named Parrot Jungle Trail. After taking a few snaps, I’m held by some more cops, who’ve been booked to close off the road and allow some filming of a black Bugatti on the causeway – with a boat pulling alongside on Governors Cut. “Must be an important dude,” I say to myself, and some Insta hunting reveals that it’s being driven by none other than Mate Rimac himself. Small world! View this post on Instagram A post shared by Anthony L Hsieh (@badcompanyfishingadventures) After giving him a cheery wave on his way, I head back to my place and begin the short process of packing the MCPura. Just taking a look at the storage options, and knowing how hot the engine gets, means your best bet is a squashable Tote Bag in the rear trunk, which is kind of an odd shape – long yet narrow, and almost triangular. Thanks to Rolex, who hosted me at Monterey Car Week, I’ve got an elegant solution for that – although I do find that my smallest hard-shelled carry-on suitcase will just fit too. Next time, I’ll request some tailor-made Maserati luggage too! Of course, with it being a mid-engined supercar, it’s got a frunk. This is small, but it’s far from useless, and I find my Oakley-Pirelli backpack fits just fine if I don’t fill it too much. But if you think this won’t escape a roasting like the rear trunk, you’re wrong: The radiator at the front gives off plenty of heat, so my advice is bring anything ‘melty’ into the passenger footwell. As it’s a Florida Keys trip, though, all we really need is shorts and tees – plus sun cream and bug spray. Loaded up, which takes all of 30 seconds, I head to the Frost Science Museum to pick up my wife from work, and we hit the road east, past Zaha Hadid’s Scorpion Tower and the Miami Marlins Park, then on past Inter Miami’s new Freedom Park, which is under construction, the international airport, and then make the big turn south along Florida’s Turnpike. I have the MCPura in GT Mode, so it’s happy to burble along at the speed limit, the twin-turbos occasionally whooshing with wastegates fluttering if I need to back off for one of the many random lane changes ahead that proliferate any kind of multi-lane driving in these parts. Its eight-speed dual-clutch gearbox is also making this journey easy, and with 538 lb-ft torque available on demand, if I need to leap ahead of anyone, it’s done with the minimum fuss – and completed in what feels like a split-second after I’ve thought about it. Even on the elevated concrete highway, the ride is dealing just fine with the bumps of the bridge expansion gaps, and our cruise south past the Homestead airbase and racetrack is uneventful. Once past Florida City, you’re on to U.S. 1, and the greenery of the southern Everglades soon wraps around us. It’s back to single lane driving and, after a few minutes, we come across a random traffic stack-up. As I’m behind a boat being towed by a truck, I get zero warning apart from its brake lights – and, just for a moment, I require every inch of the Brembo carbon-ceramic brakes to get woah-ed down. You’ll read some criticism of the feel of these, and the left pedal does require a bit of heft – but this proves they do work effectively when required! Of course, my eyes go straight to the mirror, to see if the GMC truck behind is about to test the rear crash-test props of our full-carbon tub, but with his higher view, he’s already on the shoulder taking full evasive action – no doubt mindful of the insurance claim of rear-ending this $284,675 creation. Thanks for paying attention, buddy! As we sit in this traffic jam for a few minutes, I take advantage of this Cielo model’s open top and get the roof down for the rest of the journey, which is incident-free. It’s a bit annoying that you have to hold your finger on the touchscreen to complete the operation, as it takes 12 seconds, and this can be operated when moving up to 30 mph. It’s not far along this route to The Buzzard’s Roost, our late lunch stop, which is a great spot where you can watch the marina workers service some boats. And, if you’re lucky, you can see one of them accidentally fall into the water like we did, and enjoy him get teased for the relentlessly by his co-workers. Refuelled, we head to our boutique hotel in Tavernier, where the MCPura gets envious glances from our fellow vacationers, most of whom are driving rental drop-top Ford Mustangs, while parked outside our luxury cottage. And, of course, every time we leave our gated complex, I put it in Corsa mode and do a launch, so they can hear the Nettuno V6 singing its sweetest song! For dinner, we head for Italian – of course! – at Lido 73, a relatively new restaurant from the folks who run the Italian Food Company, which has multiple spots throughout the Keys. First our host spots the Maserati in the car park, and she tells the waiters… who tell the chefs… and suddenly the MCPura is surrounded by a multitude of excited Italians taking selfies as the sun sets. What it proves is that this car puts smiles on faces, and I still remember the Italian dude who slowed down on his superbike in Tuscany, who insisted we revved the car in a tunnel, and then gave us the “Bravissimo!” hand gesture. <- Gallery -> It's such a beautifully designed car that we got positive response everywhere we journeyed in the Keys, whether it was on the morning coffee shop run, or essentials shopping at Publix to stock up on cheese, ham, chocolate, wine and waterside margaritas. But there’s no way that single-use plastic bags are surviving the heat-soak of the trunks, so my wife gets them neatly wedged into the passenger-side footwell for the quick journey back. The only thing missing from our jaunt in this carbon-chassis, mid-engine sports car was some decent roads to show off its rocket-ship performance. But the Florida Keys is the antithesis of rushing around, and this is most definitely a vehicle that can provide chill as well as thrills. Maserati’s supercar remains a hugely enjoyable alternative in a segment where rivals often chase headline figures at the expense of genuine driving enjoyment, and the understated elegance of the MCPura, combined with its ease of operation, ensures it can be used as everyday option that stirs the soul, rather than a motionless garage queen. VIEW ALL MASERATIS FOR SALE Images: Charles Bradley

By Gabriel Vega – January 03, 2023

2022 Maserati Quattroporte Trofeo Review: Good Looks And ...

2022 Maserati Quattroporte Trofeo Review: Good Looks And Old School Flare January 3, 2023 by admin in Dummy, Another, Category The sixth-generation Maserati Quattroporte has served as the brand's flagship sedan since it began production in 2013. Nearly a decade later, however, the Italian carmaker implemented some much-needed revisions to keep its flagship fresh, one of which was introducing the Trofeo variant for the 2021 model year. The Trofeo's goal is simple: to be the best-performing Maserati Quattroporte yet, and at the center of that pursuit is a Ferrari-derived 3.8-liter twin-turbocharged V8. While this engine isn't new to the Quattroporte, it is now more powerful than ever, boosting power from 523 hp to a more competitive 580 hp. In a straight line, the Quattroporte is like an Italian muscle car, with an abundance of speed and drama. For better or for worse, this sixth-gen car comes across as old school. While this sizable sedan is still stunning, its segment has completely transformed in the last decade. The Quattroporte isn't at the cutting edge of tech, performance, or material choice. However, after a few days and a few hundred miles, it's clear that the Quattroporte has plenty of charm. We caught our first glimpse of the sixth-gen Quattroporte over a decade ago, ahead of the 2013 Detroit Motor Show. And despite following the now-iconic fifth-gen model, the current car held its own with its sharp front fascia, bulging rear arches, and aggressive stance. It's a look that has aged remarkably well. The Quattroporte isn't overcomplicated in the pursuit of visual interest. It's simple, balanced, and cohesive. The same goes for the current Trofeo model. Despite it being the new flagship model, you won't find prominent aero elements or boatloads of exterior carbon bits. It's still firmly a luxury-focused car with a sporty edge. Its lower front fascia features a central carbon fiber lip complemented by a subtle touch in its front air intakes. It's the kind of addition you'd easily miss if you weren't looking for them. The same goes for the rocker panels, which feature carbon fiber trim, but not for the entire sides of the car. A subtle carbon fiber diffuser flanked by quad exhaust tips brings up the rear. These additions add to the Quattroporte's aesthetic but don't push it away from its original luxury persona. The least luxurious and most exciting part about the Trofeo is its engine. Like the Levante and Ghibli Trofeo, the 3.8-liter twin-turbocharged V8 dominates the driving experience. It develops 580 hp at 6,750 rpm and 538 lb-ft of torque at 2,500 rpm, but unlike in the Levante, that output goes to the rear wheels, not all four. Coupled with an eight-speed ZF automatic transmission, this engine has enough grunt to propel the Quattroporte to 60 mph in 4.5 seconds. The Best Luxury and Exotic Cars We Reviewed in 2022 In contrast, the Ghibli and Levante Trofeo accomplish that run in 4.3 and 4.1 seconds, respectively. If you want the quickest Trofeo, you'll be in the family hauler. The lack of traction is partly to blame, but then again, the Quattroporte weighs a hefty 4,661, or 45 lb more than a Ghibli, but 123 lb less than the Levante. On the road, the Quattroporte Trofeo is a highway monster. With abundant torque at your right foot's disposal, it is quick to get up and go, and happy to cruise at high speed. It's where this large sedan is most at home. Take it to a twisty road, and its powertrain becomes laggy, and despite counting on a proven ZF transmission, its calibration can't keep up with the engine. Click its left paddle for a downshift, and there's a significant delay before anything happens. The Trofeo model comes standard with Maserati's Skyhook suspension system, which consists of active dampers that adapt to various driving conditions. In practice, they are much better than the Levante's air suspension system but are still far from precise. The Quattroporte is more of a quick cruiser than a canyon carver. Despite this, it isn't as planted or confidence-inspiring as the Mercedes-Benz S-Class or BMW 7 Series. Through Los Angeles's crowded and less-than-perfect streets, the Quattroporte excels. It's comfortable, smooth and does a great job of isolating bumps. It can be a bit floaty in its softest setting while activating its suspension button takes it too far in the stiff direction. Like the other Trofeos, the Quattroporte has various drive modes, with the main ones being Normal, Sport, and Corsa. In Corsa, engine and throttle response is the most aggressive, resulting in quick bursts of acceleration, while Normal and Sport are pretty forgiving. The second significant change is the exhaust sound, which is nearly non-existent in Normal but roars to life in Sport and Corsa. It's not nearly as loud as a Mercedes-AMG product, but there's enough bark to let you know you're in something special. While there's good feedback from the Trofeo's large brakes, its steering is fairly muted. While this may be a drawback in an all-out sports sedan, it's fine in a big luxurious cruiser like the Quattroporte. Like the Levante and Ghibli, the largest Trofeo is most at home on long open roads rather than canyon routes. It wants to cruise, not rip. While its styling and powertrain are still quite contemporary, the Quattroporte's interior shows its age. The Italian carmaker has done a good job of modernizing it with updated materials such as the woven leather in the front and rear seats. However, plenty of plastic buttons and switches are easily traceable to other lower-priced Stellantis products. These are easier to forgive in entry-level Ghibli and Levante trims, but this range-topping Trofeo starts at $148,895. The cabin itself is plenty cozy. Despite sharing similar weight and price figures to the smaller Ghibli, the Quattroporte Trofeo has far more room inside for passengers. It'll comfortably seat four in its plush and inviting chairs. Despite its sleek sloping roofline, there's ample headroom for full-size adults compared to the Ghibli's cramped second row. On the tech front, the Quattroporte received some much-needed updates, namely a new 10.1-in infotainment screen that isn't available in the Levante. Although it's another Stellantis parts-sharing exercise, it's implemented well with Apple CarPlay and Android Auto smartphone connectivity, elegant graphics, and a high-resolution display. In front of the driver lives a smaller seven-inch display flanking the two analog gauges in the instrument cluster. Although its competitors count on fully digital instrument clusters, there's an old-school charm to the Quattroporte's layout. Examined in isolation, the Quattroporte interior isn't half bad. It's comfortable, quiet, and has all the tech you'd technically need. However, it is far from cutting edge when compared to the similarly priced Mercedes-Benz S 550 or BMW M760i xDrive. It is worth pointing out that this is largely due to the Quattroporte's age. The Italian carmaker has plans to replace it in either 2024 or 2025, and if the brand's latest products are anything to go by, it should be a significant improvement. As stated earlier, this Trofeo starts at $148,895. This is more than both a comparable Mercedes-Benz S550 and BMW 760i xDrive. While the Maserati makes more power than both its German rivals, the three feel about on par in the real world. The main differentiator is engine character, as the Trofeo's is far more lively than the toned-down Germans. After a few days and a few hundred miles behind the wheel of the Quattroporte Trofeo, it's clear that it's far from the perfect vehicle. It lacks some of the latest tech and the highest-quality cabin materials. However, it's likely the best-looking car in its segment, with the most exciting engine powering it. Despite its imperfections, the Quattroporte has plenty of charm. It's now the most unique option in its segment, and despite its shortcomings, its blend of power and old-school flare has an appeal of its own. View All Maserati Quattroportes For Sale

By Gabriel Vega – October 24, 2022

2022 Maserati Ghibli Trofeo Review: A Transitional Period

Maserati is currently in a transitional period. Since 2020, the Italian carmaker has introduced three new models, the MC20, Grecale, and Gran Turismo. During a chat with the Head of Maserati Americas, William Peffer Jr., during this year's Monterey Car Week, he confirmed that these models represent where the brand is heading. He spoke of a future where the brand's cars become synonymous with quality, reliability, and excitement. Earlier this year, I tested the first of these new-era products, the MC20. I was genuinely impressed with it too. It's a serious player in the supercar space and proved to me that the carmaker is serious about its future. The flip side of this situation, however, is that it is still producing cars from its previous era, and while they may be nearing the end of their life cycle, they're still the cars that compete with their segments very best. A great example of this is the 2022 Maserati Ghibli Trofeo. Its recipe is a relatively simple one. Maserati took its smallest sedan and packed a twin-turbocharged 3.8-liter V8 under its hood to create a new high-performance trim. Given its on-paper stats, I expected the Ghibli Trofeo to be quite the athlete. A 580-hp Ferrari-derived V8 sure sounds like a recipe for success. In practice, however, the Ghibli Trofeo just doesn't handle as well as its closest rivals. Inside, it still uses switchgear from much cheaper Stellantis products, making its $122,000 base price a tough pill to swallow. Design/Styling One thing no one can take away from the 2022 Maserati Ghibli Trofeo is that it is a great-looking sedan. It's all about proportions, and despite having four doors, the Ghibli serves up a long hood, bulging wheel arches, and a sloping roofline that's unique in its segment. It still wears the brand's signature front grille with a sizable trident logo in the center, but it's nicely proportioned with its LED headlights and lower front intakes, leading to a front fascia that has aged remarkably well over the past nine model years. As this is the Trofeo, it gets a few unique touches, such as its set of 21-inch wheels, red brake calipers, and red Trofeo badging on its front fenders. My tester featured a distinctive stripe livery reminiscent of a Ferrari SF90 Assetto Fiorano. Thankfully, the Trofeo is available without it. A dark Blu Maserati exterior finish with plenty of flake sets off those red accents and provides a nice contrast. This paint has to be seen under direct sunlight to be appreciated. Also Read: 2023 Lamborghini Huracan Tecnica First Drive: STO Theatrics In A Softer Package Out back, even the Trofeo keeps things relatively simple with a set of face-lifted tail lights, quad exhaust tips, and a central carbon-fiber diffuser. Overall, the Ghibli Trofeo is recognizable as the sedan's most special variant, but it doesn't need to shout. It's not overly aggressive or wears prominent aero elements. For a six-figure sedan, it's reasonably understated and elegant. Power/Handling Anyone even remotely considering a Maserati Ghibli Trofeo will likely do so because of its engine. It's a twin-turbocharged 3.8-liter V8 with prancing-horse roots. It develops 580 hp at 6,750 rpm, and 538 lb-ft at 2,250 rpm. That's enough to propel this 4,453-lb sedan to 60 mph in four seconds before continuing onto its 203 mph top speed. The Trofeo is the only variant to include a launch control system out of the Ghibli's entire lineup. Judging by those stats alone, the Trofeo should be a proper athlete on the road, and unfortunately, it just isn't. Take its Ferrari-derived V8, for starters. It delivers boatloads of torque down low in the rev range, which should result in quick acceleration. However, the ZF eight-speed transmission is slow to upshift and downshift and generally doesn't react as quickly as the engine. It results in a car that doesn't feel as quick as its power figures suggest. That's a pity because this ZF box is excellent in other sports sedans like the BMW M3 Competition. Through a twisty road, the Ghibli Trofeo doesn't shoot out of corners as quickly as competitors like the Mercedes-AMG E 63 S or BMW M5. There's noticeable lag as the turbos begin to spool, and its transmission decides what gear it needs. Shifting manually improves performance, but only marginally, as there's still a delay. This transmission redeems itself around town. When driving normally, its shifts are nearly imperceptible, smooth, and quick. It may struggle to run up a fast road, but the Trofeo nails the daily commute. Check Out: 2023 Bentley Bentayga EWB First Drive Review: More Than Meets The Eye Its steering is a similar story. On a twisty road, it's not very quick or precise. There's noticeable slack, which isn't helped by the lack of feedback. Around town, however, it's effortless and light, disconnecting its driver from annoying road imperfections. The more miles I covered in the Ghibli Trofeo, the more I realized I didn't want to drive it quickly on a back road. Instead, it's best thought of as a beautiful Italian muscle car, which is ideal for most driving situations. Suspension-wise, my Trofeo tester featured the brand's Skyhook suspension system, which independently adjusts each shock absorber depending on the driving condition. These come into play as you engage the suspension button in the center console. Around town, the Ghibli is plush in a way its competitors aren't. One benefit of not being the most hardcore sedan is that it can soften itself up considerably. A comparable Mercedes-AMG or BMW is always stiff, regardless of drive mode. The Ghibli Trofeo can stiffen up for sportier driving scenarios, but not significantly. There's less body roll, but it doesn't corner flat. What it lacks in outright speed, the Ghibli makes up with playfulness. There's still movement through corners which results in excitement behind the wheel. Its competitors are indeed quicker, but they dial things to the point where they aren't nearly as fun as they should be. Despite four massive exhaust tips flanking that subtle rear diffuser, there isn't much sound coming from them. A noticeable low-end grunt comes on as you engage Sport mode, but even then, it's noticeably quiet. I know how good this engine sounds. I just wish I could hear it more. Interior/Tech Inside, the Maserati Ghibli Trofeo is a stark reminder of the brand's transitional period. Having spent time up close with the Grecale and Gran Turismo, I know Maserati focuses on quality with its latest products. You look around, and it isn't immediately apparent that you're looking at shared switchgear. Those new cars feel special. The Ghibli Trofeo, on the other hand, offers one too many reminders of other Stellantis products. There's a surprising amount of plastic switchgear for a six-figure sports sedan, from the window switches, steering wheel buttons, and climate controls on the dash. It's not that its competitors don't follow a similar formula, but at least they dress them up with glossy finishes or hide them with updated trim. Thankfully, the rest of the interior features much nicer materials. For example, my tester featured a carbon fiber center console and seats wrapped in woven leather I've never seen before. It's the kind of thing that makes an interior look special. It's unique, and despite offering a more intricate texture, the leather is soft to the touch and plenty comfortable to sit in. The seats are great, too, with plenty of adjustability and enough cushioning for a long drive. These chairs only build on the foundation laid by the soft suspension mentioned earlier. Tech-wise, there's an analog gauge cluster with a seven-inch screen in the center. Compared to its rivals, it's a bit behind the times, but I'm a big fan of analog displays, and this one features excellent finishing and graphics. In the center, you'll find a 10.1-inch touchscreen that houses the car's infotainment system, which offers Apple CarPlay and Android Auto connectivity. It's sizable, responsive, and features vibrant colors. Pricing The 2022 Maserati Ghibli Trofeo starts at $122,000. However, my tester and its optional extras, such as its contrasting stripe, interior carbon fiber, and exterior finish, raise its price to just under $140,000. For context, a V6-powered Ghibli GT starts at $85,300. This places the Trofeo's base price above competitors such as the Mercedes-AMG E 63 S ($107,500), BMW M5 ($107,900), and Audi RS 7 ($119,595). Closing Thoughts The 2022 Ghibli Trofeo takes a bit of adjusting to understand. Look at it squarely as a sports sedan, and it can't go toe to toe with its closest competitors. However, it delivers as a quick, comfortable, and beautiful daily driver. Part of its appeal is that it isn't your typical Mercedes-AMG, BMW, or Audi. It looks, sounds, and drives quite differently. We can't, however, ignore its sizable price tag, which I suspect is significantly impacted by the addition of that Ferrari V8. It's tough to justify that sum for a car that isn't as quick or capable as its competitors. Additionally, its interior build quality just doesn't feel like that of a six-figure sedan. The Ghibli's interior has been around for nine model years, and despite a refresh, it feels like it. Thankfully, Maserati is clearly focused on the future, and its upcoming products reflect that. An unintentional effect of this transitional period is that its newest cars showcase the flaws of its oldest, but I'm confident that based on what I've seen thus far, Maserati's next era will be a great one. View All Ghiblis For Sale

By Gabriel Vega – May 25, 2022

2022 Maserati MC20 Review: A Fresh Take On A Winning Formula

The launch of a mid-engined supercar is supposed to be special. In the case of Maserati, it truly is. The Modena-based manufacturer's 107-year history features countless front-engined cars that are equal parts impressive and beautiful. However, mid-engined machines are few and far between. Before the launch of the new Maserati MC20 back in 2020, it had been 16 years since the Italian carmaker sold anything with an engine in the middle. So when its halo car arrived not only to draw interest towards the brand but to also announce its return to racing, it was and still is a big deal. It's been nearly two years since that announcement, and the hype doesn't seem to have died down. However, as I began to rack up miles, the MC20's true character shone through. It represents the pure essence of what a mid-engined supercar should be, stunning to look at, engaging to drive, and outrageously expensive. However, don't let its seductive curves and sleek styling fool you. The MC20 is no track star. It's not the car you'd want to chase lap times with. Instead, Maserati's latest creation is the car that takes a beautiful day, a curvy road, and rewards you with endless smiles as you empty its tank, and if my hunch is correct, Maserati is only getting started. All Maserati MC20s For Sale 2022 Maserati MC20 Design/Styling In my earlier list of what a mid-engined supercar should be, I mentioned looks first for a good reason. Think back to the last decade and all the new supercars we've seen. You'd certainly call most of them impressive, especially with their various aero elements and clever engineering. However, very few manage to cement themselves into your brain long after their fifteen minutes of fame are up. Innovative engineering pleases the brain and our endless need for stats to justify whether or not a car is good. However, stunning looks pull at the heartstrings, which stick long term. It's why there's been such a growing interest in 80s and 90s supercars as of late. People want to drive something that makes them feel good. Also Read: 2022 McLaren GT Review: A Grand Tourer Built By Science The Maserati MC20 then is a fresh take on a modern supercar. Look around, and you won't find any aggressive aero elements sticking out and commanding attention. According to Maserati, this is intentional. Instead of attaching a big wing on the back and calling it a day, the Italian carmaker opted to work all the clever aero tech into the car's design. So while it may have a pretty face, it's still functional. Take the front end, for example, where the brand's signature trident logo and central grille serve to channel air toward the car's various cooling elements and the front brakes. However, it does so without leaning on aggressive cutouts. Whether functional or not, every aspect is sleek, almost as if functionality took a back seat as the looks department went mad. The same goes for the sides of the MC20. Maserati could've easily fitted it with two enormous side pods that would likely channel more air to the mid-mounted engine, but it didn't. Instead, we get simple intakes just behind the door handles and along with the car's darkened side skirts. These necessary evils look seamless and don't distract the eye from the rest of the design. Additionally, they all flow well together, giving the MC20 a cohesive and balanced look. The rear is perhaps the most exciting part of the entire design. In photos, it looks relatively tame, almost simple. In person, however, the MC20's restraint is much appreciated. There's a giant central diffuser perforated by two exhaust tips featuring various outlets hidden in the darker elements. Two long lines adorn the MC20's tail lights, visually widening the car while keeping the theme of sleekness. The lack of sharp lines throughout the car's bodywork will play well long term. There's nothing on its exterior that dates it. It doesn't seem to conform to current trends. Instead, the MC20's looks highlight precisely what it is, a fresh take on a winning formula. If people aren't already looking at you wherever you go, the MC20 has butterfly doors to ensure you get all the attention you could ever want. Performance/Driving Impressions Next on my unofficial list of what makes a mid-engined supercar is an engaging drive, and the MC20 nails that, with certain exceptions. Powering it is a twin-turbocharged 3.0-liter V6 developing 621 horsepower and 538 foot-pounds of torque. Before the spec fiends complain about its lack of a V8, I'm glad there isn't one. For starters, V6s are on-brand for Maserati. One of its first mid-engined vehicles, the Merak, was powered by one. Secondly, it has serious weight advantages. The MC20 has a curb weight of under 3,300 pounds, which likely wouldn't have happened with a larger engine bolted to its spine. Lastly, the MC20's V6 tells us a lot about the brand's future as it'll make an appearance in future models such as the upcoming Grecale, cementing the brand's commitment to creating exciting machines for years to come. On the road, the twin-turbo power plant doesn't disappoint. It allows the MC20 to hit 60 mph in less than 2.9 seconds on its way to a 202 mph top speed. With peak power coming in at 7,500 rpm, you have to work for it, although thankfully, you get torque at a relatively low 3,000 rpm. The MC20's power delivery feels reminiscent of McLaren's turbo setup. Plant your foot down, and there's a split second of lag before the engine comes alive and rockets you forward. Thanks to its eight-speed dual-clutch transmission, the MC20 feels about as fast as anything else, delivering properly terrifying straight-line speed. However, you won't hear much of it from the cabin. Instead of a compelling exhaust note, the MC20 rewards you with boatloads of turbo noise. While it's not as loud as I had hoped, the added noise is welcomed as I feel the engine breathing just behind me. To cope with its straight-line speed, the MC20 offers an excellent set of carbon-ceramic brakes. These Brembo's do a great job taming the Maserati without fading after repeated heavy use. There is plenty of good pedal feel, and it doesn't take much pedal travel to get a proper response. Despite all of that power going to the rear wheels, the MC20 puts it down. Traction is not a problem in a straight line, even in its most aggressive mode with stability control disengaged. However, the MC20 is eager to dance through the corners. Push it to 90 percent of its capabilities, and the MC20 comes across as incredibly approachable, remaining flat, stable, and composed even through the tightest bends. Push it beyond that, and you see some of its limitations. The front end doesn't have as much grip as expected, and the rear becomes twitchy. I opted to slow things back down because the MC20 doesn't require crazy speeds to be an engaging drive. It's plenty happy at 80 percent, delivering enough excitement to get your heart racing without fear of running off the side of a mountain. Suspension-wise, the MC20 features adaptive dampers with varying stiffness levels across various driving modes. The car starts up in GT mode, the most conservative and comfortable. Not online is the suspension softer, but the car's computer changes its power delivery to make it easier to handle around town. Sport is next up and my personal favorite. In this mode, you get all the power you could ever want with a suspension that still feels like it has some give in it. Corsa sets the MC20's hair on fire. Stability control vanishes, and you get max power and full stiffness. It works on a perfectly smooth road with little bumps to upset the car. However, on a poorly maintained one, its stiffness becomes a real problem as it unpleasantly vibrates the whole cabin. While the MC20 isn't the all-out track star it could've been, I'm glad it's not. Instead of saving all the fun for when you're at the absolute limit, the MC20 rewards you at all speeds with a truly engaging drive. It has excellent bones. You can feel that its carbon-fiber chassis is a good one from behind the wheel. The MC20 is Maserati just getting warmed up, if I had to guess. While we already know that a convertible and fully electric version of this supercar is on the way, I wouldn't be surprised to see a track-focused variant in the future. For a company that doesn't make mid-engined machines often, they've done a great job with this one. 2022 Maserati MC20 Interior/Tech Step inside the Maserati MC20, and you'll find a surprising amount of interior room. At 5'10 and one too many pounds, I sat pretty comfortably behind the wheel. While the driving position is slightly higher than I would like, there's excellent visibility through the MC20's big windows. Headroom isn't an issue either, allowing even taller drivers to drive without a problem. Maserati did a great job with interior spacing. I would have no problems grabbing a passenger and setting off on a long road trip. Tech-wise, the MC20 is simple but effective. Inside you'll find a pair of 10.25-inch screens. The first in front of the driver neatly displays all the information you'd ever need and changes its graphics as you move through the drive modes. The second screen lives in the center of the dash and features Maserati's infotainment system alongside Apple CarPlay and Android Auto. While I'm partial to the smartphone-based systems, Maserati's native OS was intuitive and easy to use. I didn't even miss the physical buttons in the interior. Everything is right where you'd expect it to be within the system. Must Read: 2022 Lamborghini Aventador Ultimae Review: Is This The Ultimate Aventador? Maserati did a great job with its choice of materials. From various leather surfaces and suede inserts, the MC20 is covered in premium materials. However, the cabin feels a bit spartan. There isn't as much padding across these various surfaces leading some of them to feel quite stiff. In this aspect, the MC20 leans more toward a proper supercar than a GT. 2022 Maserati MC20 Pricing The last thing I mentioned a proper supercar should be is outrageously expensive, and the Maserati MC20 certainly can be. It is by far the most expensive machine the brand makes, with a base price of $215,995. However, as tested, we're a bit past $260,000. At this price point, the MC20 falls right in the crosshairs of the Lamborghini Huracan, McLaren GT, and Porsche 911 Turbo S. As we've established, it's not the quickest option in its segment, nor will it lay down the fastest lap times or deliver the best on-limit performance. However, none of that matters for those of us in the real world. The MC20 nails what counts. It is the textbook definition of what a supercar should be. It has unforgettable looks, a driving experience that makes you feel alive, and a price tag to match. Plus, we can't forget that this is this model's first iteration. If this is Maserati's first effort returning to the mid-engined supercar segment, what comes next is sure to be truly special. See All Maserati MC20s For Sale

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