2023 Maserati MC20 Coupe

The Maserati MC20 arrived for model year 2022 as the first volume-produced mid-engine supercar from the Trident since the V6 Merak and V8 Bora of the 1970s. While the Italian company did build something more modern in the early 2000s, the MC12, that car was a racing-oriented special and heavily based on the Ferrari Enzo. In contrast, the MC20 is now a unique supercar in the modern era with a surprisingly powerful twin-turbocharged 3.0-liter V6 codenamed Nettuno and some of the industry’s best styling wrapped around the carbon-fiber monocoque of a rear-wheel-drive screamer.

New for 2023, the MC20 adds a hardtop convertible variant called Cielo, or “sky” in Italian, featuring a nifty glass top that can retract in as little as 12 seconds at speeds below 55 kilometers per hour. Critically, the MC20’s stunning design loses none of its appeal with the addition of the removable roof, which is also built out of an electrochromatic glass that can switch from clear to opaque with the push of a button, just like the windows on a Boeing 787.

Competition in the supercar industry has never been steeper, and with a starting price of $212,000 that escalates quickly with options, the MC20 faces a menacing landscape including one of the last naturally aspirated V10 engines in history within the sublime Lamborghini Huracán Tecnica (starting at $239,000), as well as the futuristic hybrid technology of the McLaren Artura ($237,500) and Ferrari 296 GTB ($321,400). Meanwhile, undercutting the entire supercar market, Chevrolet’s new Corvette Z06 delivers many of the same driving thrills at a fraction of the cost.

Maserati probably underrates the Nettuno V6 that serves as the MC20’s beating heart, though a snappy eight-speed dual-clutch automatic transaxle contributes to the sensation of more power than stats on paper might suggest. In the right circumstances, the package shines with the kind of breathtaking acceleration and squirmy handling so often lost among overly computerized supercars necessarily toned down with drivers aids in the name of safety. Still menacing in the best way possible even on the smoothest of roads, the rock-hard dampened suspension can thankfully soften up thanks to electronically adjustable shocks. 

The simple and attractive exterior lines continue on the MC20’s interior, which fits taller drivers and passengers sufficiently if not comfortably. But many of the cockpit’s touchpoints use materials that feel a bit low-rent and detract from the crisp aesthetic. There are quite a few bits borrowed from the Stellantis parts bin, although that does help keep the MC20’s price lower than many of its competitors. Beneath the clamshell rear hood of both the coupe and convertible lurks a small trunk, though the microscopic front trunk (or “frunk”) offers no real storage help.

Tucked into the simple dash, a horizontally-oriented 10.3-inch touchscreen gets the job done with Apple CarPlay and Android Auto. Drive modes are selected via an electronic dial with push buttons for gear selection and column-mounted paddle shifters to control the eight-speed DCT, and a  new suite of advanced driver assistance systems (ADAS) arrives for 2023 on both MC20 variants. Overall, the base MC20 can seem like an incredible value at the price point but optioning more carbon fiber, bucket seats, or exclusive colors can quickly bring more serious competition into the conversation.

Performance: 15/15

Maserati officially rates the MC20’s twin-turbocharged Nettuno V6 at 621 horsepower and 538 pound-feet of torque, though noticeable turbo lag before the engine reaches full tilt can easily make those figures seem understated. In an era when electronically controlled wastegates and twin-scroll systems create nearly linear power delivery, the rush of speed when those turbos actually spool up conjures memories of a bygone era of supercar engineering.

Mash the throttle and the MC20 snorts and howls, all induction whoosh and blowoff valves and screeching tires trying unsuccessfully to route so much torque to the rear tires without slipping this 3,306-pound supercar a bit sideways.

The seemingly primitive traction control system can verge on scary while entering tight corners during aggressive driving but luckily, razor-sharp handling and carbon-ceramic brakes lend confidence when it’s needed most. The open-topped Cielo, meanwhile, employs a revised suspension to compensate for its reduced structural rigidity and produces a similar experience.

And precisely therein lies the MC20’s engaging emotional appeal when compared to some of the more powerful, if anesthetized, competition. Plus, toning down the drive modes for softer suspension, lighter steering, and more forgiving throttle modulation still allows for moderately comfortable daily driving. This is a fiery machine, but on its softest settings, it can approach the level of a grand tourer like the Mercedes-AMG SL.

Fuel Economy: 11/15

The decision to use a V6 with only 3.0 liters of displacement helps the MC20 sip fuel slowly, at least considering the more typical rate at which 621 horses gulp down premium. The Nettuno engine officially earns EPA ratings of 15 mpg in the city and 25 mpg on the highway, for a combined 18 mpg. In a normal car, this wouldn’t be spectacular, but the MC20 does not live in a world of “normal” cars.

These figures compare favorably to the Lamborghini Huracán Tecnica’s 5.2-liter V10, which gets 13 mpg city and 18 highway, though the MC20 can’t quite match the hybrid McLaren Artura or Ferrari 296 GTB. Both also employ twin-turbo V6 engines, but battery assists result in ratings of 39 MPGe and 60 MPGe, respectively (or 17 city, 21 highway and 18 city, 22 highway, respectively, taking only the gas powerplants into consideration).

Safety & Driver Assistance Tech: 8/15

The MC20 first arrived with little in the way of safety and driver assistance technology, since all-out performance served as more of its selling point and many buyers are disinterested in such features. But Maserati’s active-safety suite debuts this year, featuring adaptive cruise control, automatic emergency braking with pedestrian and cyclist recognition, a 360-degree camera, lane-keep assist, rear cross-traffic alerts, blind-spot assist, and auto-dimming exterior mirrors.

Many of the functions are optional, other than blind spot and auto-dimming mirrors which come standard on the coupe. And this ADAS system does tend to prompt excessive dinging and pop-up messages, which can feel contrary to the engaging spirit of a supercar (though it may not be unwelcome for drivers who plan to putter around town in said supercar). On the Cielo, in particular, which rides smoothly enough to tempt road trips, adaptive cruise control is most likely to be a welcome addition.

Like most supercars, the MC20 hasn’t been tested by the Insurance Institute for Highway Safety (IIHS) or the National Highway Traffic Safety Administration (NHTSA), which costs it some points in our evaluation.

Comfort & Room: 11/15

For a low-slung supercar, the MC20 maximizes every inch of interior space with a minimalistic design and unobtrusive center console. Taller drivers will fit, though that depends on seat selection as the optional buckets reduce fore-aft movement and reclining functions significantly. 

The Cielo feels softer inside thanks to the revised suspension, as well as more comfortable with more sun shining in to create an airy lightness. Plus, opening the roof up allows for more headroom—not to mention even more of the Nettuno engine’s symphony. Other than the copious use of carbon fiber, however, the materials tend to feel a grade below the competition, even from Corvette at half the cost or less.

Infotainment: 14/15

The MC20’s horizontally mounted 10.3-inch infotainment touchscreen looks and feels on the smaller side, but the wide layout allows for a relatively intuitive selection of menus and pages. Notably, the MC20 does not use the same operating system as the other Maserati vehicles, which get Stellantis’ old UConnect system. Instead, this Maser uses a Google-native OS that’s even simpler and which integrates many Google functions. Apple CarPlay and Android Auto are also included.

A matching 10.3-inch gauge cluster behind the steering wheel seems larger, often because the steering wheel itself slightly blocks some of the readouts.

Selection of drive modes and gears via the center console dial and steering wheel buttons helps to reduce time spent looking away from the road, though the column-mounted shift paddles render turn signals and windshield wiper controls nearly useless. Turning up music in the MC20 can create a harsh, tinny sound within the confines of the carbon-fiber cockpit and rest assured that any audio will need to be turned up loud to overwhelm the sonorous engine.

Cargo Space & Storage: 5/15

Storage was clearly not a priority on the MC20, though like many supercars, it does have a 3.53-cubic-foot trunk tucked transversely just behind the engine bay. A “frunk” beneath the nearly-impossible-to-open front hood officially rates at just over one cubic foot but in reality, allows for storage of little more than a manila folder. 

Even fitting groceries in the rear cubby is a stretch, and engine heat passes through almost unimpeded by any insulation anyway, so keeping any perishable items in the passenger footwell emerges as the only option. Most MC20 buyers aren’t going to use their car as a daily driver, but it makes even a Fiat X1/9 or a Mazda Miata look practical by comparison.

Style & Design: 10/10

From a style and design perspective, Maserati knocked the MC20 out of the park. Critically, choosing the Cielo does not require sacrificing the original profile’s seamless transitions between sharp edges and sensuous curves. Suffice to say, the futuristic yet timeless lines of both the coupe and convertible draw the eye to the copious application of carbon fiber and perfectly typify the modern supercar aesthetic. 

What’s even more impressive is that the MC20 stands out even among the supercar industry’s stellar lineup of current competition, from the slickly oversquare Huracán Tecnica to the nautical lines of each McLaren and Ferrari’s retrofuturistic 296 GTB, which harkens back to the original 206 and 246 Dino models of the late 1960s and early ‘70s.

Is the MC20 Worth it? Which MC20 is the Best Value?

In regions where supercar spottings become daily occurrences and Ferraris, Lamborghinis, and McLarens lose their magic, the MC20 still attracts attention everywhere it goes. Cruise down Rodeo drive or the Champs-Élysées and heads will turn. Of course, the question of value in this segment is more about enjoyment than saving money, but the MC20 actually undercuts a slew of its competitors.

The base model MC20 costs $217,000*, including destination, and delivers all the performance and nearly all of the style points without racking up exorbitantly expensive options. While the Cielo pricing has yet to be confirmed, you can expect it to hit around $260,000 before options. Tick the boxes and things will get even more expensive, but even these heady prices are appreciably lower than the Artura and Huracán, and far below the $300,000 barrier posed by most Ferrari models.

In lots of ways, the MC20 is an old-school-feeling supercar you can buy brand new, and its styling sets it apart from the rather formulaic hypercar crowd. In those senses, it’s a good value.

*Editor’s note: Maserati has yet to finalize its 2023 pricing, so our figures are estimated.

How much does it cost to Insure the Maserati MC20?

If you’re really serious about buying one, know that it is not cheap to insure. According to our data, a typical 30-year-old female driver with a clean record can expect an average annual premium of about $5,300 for an MC20 coupe, though this averages all 50 states. That compares to $3,273 for the Chevrolet Corvette, $5,200 for the Mclaren Artura and $5,000 for the Mercedes-AMG SL. To get a more accurate picture of your potential insurance expenses, visit our car insurance calculator.