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2005 Maserati MC12 - Review - Automobile Magazine

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Maserati's ridiculous new V-12 powered supercar is based on the Ferrari Enzo and costs $800,000.

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c2500 c30 c3500 c70 cabriolet cadenza caliber california california t camaro camry camry hybrid camry solara canyon caprice captiva sport caravan cargo van carrera gt cascada catera cavalier cayenne cayenne diesel cayenne e-hybrid cayman cayman s cc celica century challenger charger cherokee ciera cirrus city express civic civic hybrid cl cl-class cla-class clarity clk-class cls-class clubman cobalt colorado commander compass concorde continental continental flying spur continental gt continental gtc continental supersport continental supersports contour convertible cooper cooper clubman cooper clubvan cooper countryman cooper coupe cooper hardtop cooper paceman cooper roadster corniche corniche iv corniche s corolla corolla im corsica corvette cougar countryman coupe cr-v cr-z crossfire crosstour crosstrek crown victoria cruze cruze limited ct 200h ct6 cts cts-v cube cutlass cutlass cruiser cutlass supreme cx-3 cx-5 cx-7 cx-9 dakota dart dawn db11 db7 db9 db9 gt dbs defender del sol 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laferrari lancer lancer evolution lancer sportback land cruiser landaulet lanos lc leaf lebaron legacy leganza legend lesabre levante lfa lhs liberty lr2 lr3 lr4 ls ls400 ls430 ls460 ls600h lss lucerne lumina lx450 lx470 lx570 m m-class m2 m3 m35 m35h m37 m4 m45 m5 m56 m6 macan magnum malibu malibu hybrid malibu limited marauder mariner mark lt mark viii matrix maxima maybach mazda2 mazda3 mazda5 mazda6 mazdaspeed miata mx-5 mazdaspeed protege mazdaspeed3 mazdaspeed6 mdx mdx hybrid metris metro miata miata mx-5 mighty max milan millenia mirage mirage g4 mirai mkc mks mkt mkx mkz mkz hybrid model 3 model s model x montana monte carlo montego monterey montero montero sport mountaineer mp4-12c mpv mr2 mr2 spyder mulsanne murano murano crosscabriolet murcielago mustang mx-3 mx-6 mystique navigator navigator l neon new yorker ninety-eight niro nitro nsx nubira nv nv1500 nv200 nv2500 nv3500 nv3500 passenger nx200t nx300h oasis odyssey optima optima hybrid outback outlander outlander plug-in outlander sport outlook pacifica pacifica plug-in panamera panamera e-hybrid panamera hybrid park avenue park ward paseo passat passport pathfinder pathfinder hybrid patriot phaeton phantom pickup pilot prelude previa prius prius c prius plug-in prius prime prius v prizm probe promaster promaster city protege protege5 prowler pt cruiser q2 q3 q40 q45 q5 q5 hybrid q5 tdi q50 q50 hybrid q60 q7 q70 q70 hybrid quattroporte quest qx30 qx4 qx50 qx56 qx60 qx60 hybrid qx70 qx80 r-class r32 r8 rabbit raider rainier ram 1500 ram 2500 ram 3500 ram van 1500 ram van 2500 ram van 3500 ram wagon 1500 ram wagon 2500 ram wagon 3500 range rover range rover diesel range rover evoque range rover sport range rover sport diesel range rover velar ranger rapide rapide s rav4 rav4 ev rav4 hybrid rc rc 200t rc 300 rc 350 rc f rdx regal regency relay rendezvous renegade reno revero ridgeline rio rio5 riviera rl rlx rlx hybrid roadmaster roadster rodeo rodeo sport rogue rogue select rogue sport rondo routan rs 3 rs 4 rs 5 rs 7 rsx rx rx-7 rx-8 rx300 rx330 rx350 rx400h rx450h s-class s-class plug-in s-series s-type s10 s2000 s3 s4 s40 s5 s6 s60 s60 cross country s7 s70 s8 s80 s90 sable safari samurai santa fe santa fe sport savana sc300 sc400 sc430 scoupe sebring sedona sentra sephia sequoia seville shelby gt500 sidekick sienna sierra sierra 1500 sierra 2500hd sierra 3500hd silhouette silver dawn silver seraph silver spur silverado silverado 1500 silverado 2500hd silverado 3500hd sky skylark sl-class slc-class slk-class slr mclaren sls amg slx solstice sonata sonata hybrid sonata plug-in sonic sonoma sorento soul soul ev spark spark ev spectra spectra5 spirit sportage sprinter sprinter 2500 sprinter 3500 spyder sq5 srt-4 srx ss ssr stealth stelvio stinger stratus sts sts-v suburban summit sunfire superamerica supra svx swift sx4 sx4 crossover sx4 sport sx4 sportback t-100 t10 tacoma tahoe talon taurus taurus x tc tercel terrain terraza thunderbird tiburon tiguan titan titan xd tl tlx torrent touareg touareg 2 touareg hybrid touareg tdi town & country town car tracer tracker trailblazer transit transit connect transport traverse trax tribeca tribute trooper tsx tt tt rs tts tucson tundra turbo r uplander v12 vantage v40 v50 v60 v60 cross country v70 v8 vantage v90 vanquish vantage vehicross veloster venture venza veracruz verano verona versa versa note vibe villager viper virage vision vitara volt voyager vue windstar wraith wrangler wrangler unlimited wrx x-90 x-type x1 x3 x3 diesel x4 x5 x5 diesel x5 plug-in x6 xa xb xc40 xc60 xc70 xc90 xc90 plug-in xd xe xe diesel xf xf diesel xg300 xg350 xj xj-series xj12 xj6 xj8 xjr xjs xk xk-series xk8 xkr xl-7 xl7 xlr xlr-v xt5 xterra xts xv crosstrek xv crosstrek hybrid yaris yaris ia yukon yukon xl yukon xl 1500 yukon xl 2500 z3 z4 z5 z8 zdx zephyr zx2 research / reviews / road tests / 2005 maserati mc12 reviews share this article on: facebook twitter google plus email 2005 maserati mc12 by: may 16, 2005 one one thousand. two one- the v-12 engine of maserati‘s $800,000 mc12 supercar bounces off the rev limiter, and i belatedly tug on the paddle protruding from the right side of the steering column to engage second gear through the idiot-proof, shift-without-lifting semiautomatic transmission.one one thousand. two one thou-damn! i’m into the rev limiter again before i can grab third gear. note to self: pay attention to the needle arcing wildly across the large, white-faced tachometer. this is, after all, a car based on the chassis, drivetrain, and mojo of the ferrari enzo. in other words, wicked fast. one one thousand. two one thousand. thr-fourth gear, and i continue to flatfoot it around the high-speed oval at the balocco test track in italy. back in the day, alfa romeo formula 1 cars were tested here. which is only fitting, since the mc12 is a homologation special-the roadgoing version of the racing car that finished fifth in class in the 12 hours of sebring this year. one one thousand. two one thousand. three one thousand.pause, clunk, fifth gear. over the intoxicating snarl of the exhaust, i can hear vast volumes of air being sucked down the gaping maw of the roof-mounted snorkel and into the ridiculously powerful 6.0-liter engine. you want numbers? how about 623 horsepower, 481 lb-ft of torque, 0 to 60 mph in 3.8 seconds, and a top speed-drag-limited-of 205 mph? one one thousand. two one thousand. three one thousand. four one thousand. five one thousand.sixth gear. the pylons funneling me into a makeshift chicane form an orange blur. i see 260 klicks-a tick more than 160 mph-on the speedo as i bomb past the you-might-seriously-want-to-consider-braking-here marker that maserati officials have kindly erected to ward off disaster. a barrier at the end of the chicane appears to be approaching at warp speed. brake!i hammer the brake pedal. my torso lurches against the four-point harness, and the car hunkers down into the pavement as the ground effect produced by the rear diffusers takes, well, effect. like something out of a cartoon, the barrier still seems to be doubling in size every nanosecond. brake harder!i pull back on the left paddle to go down a gear-and another, and another. with each downshift, the cambiocorsa gearbox instructs the ecu to blip the throttle, and the successive blasts of glorious double-clutching twelve-cylinder fury make me sound like a hero. the brake pedal is pulsating like a cheap magic fingers mattress by the time i make it down to second gear. pucker up!the maserati is long and wide, with compromised visibility. the chicane is tight and narrow, with a formidable band of armco at the exit. it’s a scary moment as i slice toward the apex. and then . . . nothing. no muss, no fuss, that is. a quick left-right flick, and before i can remember what i was worried about, i’m hauling ass down the next straightaway.and that, in the end, is the most impressive thing about the mc12. sure, it’s stupid fast and crazy capable, but that’s only to be expected when you’re spending enough money on it to capitalize an entire rental-car fleet. the surprise is that it’s so benign, compliant, and user-friendly-a supercar that clark kent could love. think of it as a 200-mph, $800,000 daily driver.with a two-year production run-recently completed-of a mere fifty units, the mc12 is obviously a halo car, but it’s driven by more than corporate ego. on the contrary, it’s designed to be a tangible symbol of a new and improved maserati, a reinvented company that hopes to carve out a small but profitable niche between jaguar and porsche.the mc12 was created to achieve three goals, one for each prong of the trident displayed so prominently on the car’s grille. first, it reconnects with the marque’s storied competition heritage and racing cars such as the birdcage. second, it signals the company’s renewed determination to build serious sports cars as well as grand-touring machines such as the coupe and the quattroporte. third, and most important, it sends the message that maserati isn’t just ferrari lite.maserati has long been the overshadowed middle child of italian exotics. ferrari is like the firstborn, proud to the point of arrogance. lamborghini is the spoiled brat, the drama queen of the family. and maserati? well, you can pick up an achingly beautiful maserati ghibli for {{{volkswagen passat}}} money, or one-fourth the price of its great rival, the ferrari daytona. ‘nuff said. -->actually, maserati is the oldest of the three companies. the marque dates back to 1914, and it began cranking out racing thoroughbreds in 1926. maseratis have won hundreds of races, from the indianapolis 500 (wilbur shaw in an 8ctf in 1939 and 1940) to a formula 1 world championship (juan manuel fangio in a 250f in 1957).the ’60s and ’70s were good times for maserati road cars. but the ’80s brought the unlovely, notoriously unreliable, and ultimately unloved biturbo. in 1991, maserati slinked away from the united states, and americans hardly noticed. raise your hand if you honestly miss the shamal.in 1993, the sad remains of maserati were acquired by fiat spa, the italian industrial conglomerate that owns fiat, alfa romeo, lancia, and ferrari. four years later, maserati was bought by ferrari. the 3200gt debuted in 1999, and maserati returned to the united states in 2002 with the coupe.worldwide sales now rival ferrari’s. maserati’s future seems so bright that fiat, financially flush after its recent $2 billion divorce from general motors, reacquired maserati from ferrari earlier this year and realigned it with alfa romeo. but despite its successes, maserati, the new generation, had yet to build a genuinely hard-edged, high-performance car, much less a racer of the sort that was once the company’s raison d’tre.until the mc12.three years ago, the company decided to return to le mans. the rules governing the gt classes require that a certain number of road versions of a racing car must be built before it can be homologated, or approved, for competition. so the mc12 road and racing car programs were planned and proceeded in lockstep.maserati didn’t have the technical or financial resources to develop an outrageously expensive, don’t-blink-or-you’ll-miss-it run of supercars. so it did the next best thing: it took the technology underpinning the ferrari enzo and modified it for its own purposes.the mid-mounted engine powering the mc12 is a 6.0-liter, 65-degree v-12 with four gear-driven camshafts, hydraulic lifters, dry-sump lubrication, an aluminum crankcase, and titanium connecting rods. it’s redlined at 7700 rpm, 300 lower than the enzo, which means it makes marginally less power than the ferrari. unless you’ve got a dyno in your garage, you won’t notice the missing 27 horses.the monocoque chassis is built up from a high-tech sandwich of carbon fiber and nomex honeycomb, with aluminum sub-frames hanging off the front and rear. the wheelbase is 5.9 inches longer than the enzo’s, which translates into more high-speed stability than in the ferrari. passengers also benefit from the significantly larger dimensions of the maser-17.4 inches longer, 2.4 inches wider, and 2.3 inches taller.maserati assigned the mc12 to frank stephenson, the american responsible for the new mini and the quattroporte. while working on the styling, stephenson spent long sessions hanging out with the aerodynamicists during wind-tunnel testing. “as long as i didn’t ruin the aerodynamics,” he says, “i had a lot of freedom with the car.”stephenson came up with a sensuously flowing long-tail design inspired by the group c le mans cars of the ’80s. the carbon-fiber body is covered in a blue-and-white paint scheme that pays homage to the american camoradi racing team. the mc12 looks particularly striking from the rear three-quarters, a view that showcases the black louvers of the engine cover, an artfully integrated wing, and gigantic carbon-fiber diffusers. oh, and the quad exhausts don’t hurt, either.inside the car, stephenson strove for a look that was racy without being speed racer-ish. there are plenty of carbon-fiber structural elements. but most of the accents are provided by a textured material called brightex, which resembles carbon fiber without looking as if it belongs in a nitrous-ized civic. aside from the incongruous oval analog clock-a maserati tradition-in the titanium-colored center console, the interior has a stylish but purposeful look that matches the car’s personality. -->climbing into the mc12 requires some modest contortions, but once you slide into the enveloping carbon-fiber seat, the world is an exceedingly pleasant place. although there’s ample headroom for anybody who’s not playing in the nba, the roof can be removed for top-down motoring. of course, there’s no place to stow it-or anything else, including a spare tire. so be prepared to use your bentley as a chase vehicle.crank the key to arm the battery, pull both gearshift paddles simultaneously to select neutral, then punch the blue start button in the center console, and the v-12 sparks immediately to life. (it also shuts down instantaneously, just like a racing engine.) there’s no clutch pedal, so engaging first gear is simply a matter of tickling the paddle shifter.opting for race mode is a no-brainer. besides producing more aggressive shifts, this also defeats the traction control, though the stability control system remains on. “this is our suggested position,” technical director roberto corradi says, no doubt having a nightmare vision of wadded-up mc12s. for those so inclined, however, the stability control can be turned off manually.can the mc12 be driven in everyday traffic? in theory, you bet. in the real world, forget about it. the nose is too low to clear obstructions (though it can be raised from the cockpit to crawl over curbs and speed bumps). there’s no rearview mirror. the chassis clatters horribly as rocks and gravel bounce off it. oh, and god forbid if you had to parallel-park the thing.still, it’s a remarkably civilized beast. the engine lugs endlessly without overheating, and it’s tractable from idle to redline. it’s not too loud, either, at least until you floor it. the steering is light and direct at low speed. (it loads up as the speed and the downforce climb.) the suspension, featuring double control arms and pushrods, produces an agile ride. and while the specially developed pirelli p zeroes-245/35 at the front and 345/35 at the rear-look appropriately ominous on the 19-by-9- and 19-by-13-inch wheels, they don’t beat you up.the mc12 is a hoot at low speeds and in tight corners. big as it is, the car gives the impression that it can be grabbed by the neck and tossed

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