2022 Maserati MC20 vs. 2021 Porsche 911 Turbo S Light-weight

From the April 2022 problem of Automotive and Driver.

The debut of a mid-engine supercar is all the time an occasion price commemorating. Roll out a brand new automotive with a gnarly engine mounted someplace simply forward of the rear wheels, and we’ll be scouring Google Maps for twisty roads faster than you may say “The C8 Corvette democratized this complete class.” So when Maserati unveiled the 2022 MC20, we could not let the event go with out smashing a figurative champagne bottle over the prow. By which we imply deliver an MC20 to probably the most superb, desolate roads we may discover and see the way it stacks up in opposition to the 2021 Porsche 911 Turbo S Light-weight.

“However,” you cry, as your blood strain skyrockets and your canine runs away, “the Porsche 911 Turbo S shouldn’t be mid-engined! I reject this premise!” Effectively, we’re sorry, however the 911 Turbo S resists straightforward categorization. Life is messy—generally two vehicles compete for a similar prospects, however one has its engine behind the rear wheels and the opposite simply forward of them. That distinction apart, each the MC20 and the 911 Turbo S Light-weight use 600-plus-hp turbocharged six-cylinders and eight-speed dual-clutch automatics, and their base costs are shut to one another. Plus, if you are going to evaluate a brand new Maserati to something, you could as nicely pit it in opposition to the reigning king of exotic-adjacent efficiency for occurring 47 years.

The MC20 would appear a worthy challenger. With Ferrari forged out of the Stellantis empire, Maserati is the conglomerate’s Italian crown jewel, and it intends to begin performing the half. To that finish, the MC20 will get its personal new engine, the Nettuno V-6—3.0 liters, 621 horsepower, and distinctive to Maserati. Its Italian bona fides run from the carbon tub (Dallara) to the seats (Sabelt) and even the sound system (Sonus Faber). Maserati’s Viale Ciro Menotti manufacturing unit in Modena can construct solely six or seven vehicles per day; you’ll by no means see a screaming lease deal on an MC20. It is a new mannequin, positive, nevertheless it’s primarily a declaration of intent.

The 911 Turbo is in its fifth decade of steady improvement. This 992-generation S Light-weight embraces a number of methods from the GT3—light-weight aluminosilicate glass, rear-seat delete, fastened carbon-fiber buckets—to drop 89 kilos, making its 640-hp flat-six really feel that rather more ferocious. Which, you recognize, is precisely what it wanted.

To seek out out whether or not the MC20 is able to tackle the 911 Turbo S (and thus, the world), we staged each vehicles on the California coast north of Los Angeles and headed up into the hills and excessive desert for a number of days of Route 33’s blind corners, large climbs, and lengthy, desolate straights. Turbos huffed, tarmac was tattooed with rubber, conclusions had been reached. Will you be stunned?

2nd Place:
2022 Maserati MC20

Highs: Putting seems, surprisingly cozy cabin, 207.6 horsepower per liter.
Efficiency numbers do not match value, V-6 blat.
An enormous step ahead for Maserati that may be even higher with just a little extra energy and fewer weight.

We wished the MC20 to win. It is the extra fascinating automotive and the unlikely underdog. The jaded denizens of Los Angeles, who’ve all seen three Veyrons and a Pagani by lunchtime, pull alongside to throw a thumbs-up. Youngsters linger in crosswalks to gawk. The valet will depart it proper out entrance like a head on a trident, warning pretenders in lesser machines to go to the general public storage down the road. And within the case of the Maserati MC20, nearly every little thing else is a lesser machine.

The dry-sump Nettuno 621-hp V-6 sits low within the MC20’s engine bay.

Greg PajoAutomotive and Driver

Loads of vehicles declare to ship a race-car expertise, however the MC20 actually makes you’re feeling such as you’ve strapped right into a Le Mans Prototype, from the theatrics of the dihedral doorways to the view from the motive force’s seat—the roofline encroaching just like the visor of your helmet, a single wiper sweeping the windshield. The rearview mirror can present a video feed from a rear-mounted digital camera, which is good, as a result of the precise mirror one way or the other manages to seize the reflections off the rear glass, therefore what’s in entrance of you slightly than behind.

Digging into the throttle unleashes an auditory tsunami from the rear half of the automotive as the three.0-liter V-6 units about producing a staggering 207.6 horsepower per liter. Maserati’s new engine makes use of a novel (and patented) prechamber ignition with its personal spark plug. At regular throttle, you hear what appears like detonation, as in the event you caught a batch of 82 octane on the final gas cease. However wind it up and that offended gurgle provides method to animated screes and chirps and huffy exhales from the turbochargers overlaid with a bass blat from the exhaust. It isn’t probably the most dulcet concord, nevertheless it’s definitely unique.

The non-obligatory front-end elevate system means you gained’t scrape in opposition to the towering incline of the Taco Bell drive-through.

Greg PajoAutomotive and Driver

And the ability is there. Cue up launch management and the MC20 fights wheelspin on its method to a 3.2-second time to 60 mph and an 11.0-second quarter-mile at 131 mph. If these numbers do not appear as otherworldly as anticipated from a carbon-fiber waif with 621 horses, blame off-the-line traction and weight. Maserati might say that the MC20 weighs lower than 3307 kilos, however our scales confirmed 3757 kilos—200 greater than the all-wheel-drive 911 Turbo S Light-weight. Should you take launch management out of the equation, the MC20 and 911 are inside a tenth of a second of one another in our rolling-start 5-to-60-, 30-to-50-, and 50-to-70-mph passing checks. Consider what the MC20 may do if it had been as trim as Maserati claims.

On Route 33’s lumpy apexes, we had been glad that suspension may be adjusted independently from drivetrain. Choose Sport mode and also you get sharp throttle response and a throaty bark from the exhaust, but you may nonetheless dial up probably the most compliant suspension setting—­excellent for real-world roads. However the Brembo brake calipers and carbon-ceramic rotors do not actually get working till the pedal nears the tip of its journey. That makes for straightforward brake modulation in relaxed driving however does not instill confidence once you’re going sizzling right into a blind nook bounded by guardrail and blue sky. It’s a brake-by-wire system, so rigorously chosen ones and zeros may enhance the texture.

The Maserati’s cabin drew reward for its all-day-comfortable seats and obvious absence of Stellantis hand-me-downs. Trunks entrance and rear allow road-trip aspirations, although the frunk is in regards to the dimension of a glovebox and used as such (the proprietor’s handbook lives there). Though Maserati’s gross sales targets are modest, the MC20’s enchantment is broad. It will possibly calm down and do an affordable impersonation of sensible transportation, then spit flames and bash your head into the seat when that is what you need. We love what this automotive says about Maserati and its newfound ambition. Nevertheless it’ll have to hold striving to catch the 911 Turbo S.

1st Place:
2021 Porsche 911 Turbo S Light-weight

Highs: It’s going to mud nearly every little thing, sort of sensible, seems like different 911s.
Prices $223,230, seems like different 911s.
Your notion of pace can be completely recalibrated.

Look, numbers aren’t every little thing. However the 911 Turbo S generates a number of the most superlative digits we have ever seen. It will get to 30 mph in 0.8 second, hits 60 mph in 2.1 seconds, and dispatches the quarter-mile in 9.9 seconds at 138 mph. It pulls 1.14 g’s on the skidpad and outbrakes the MC20 from each 70 and 100 mph. One second you are stopped; 12.0 seconds later you are doing 150 mph. That appears like hyperbole, nevertheless it’s an precise stat.

If the present charge of shrinkage continues, the subsequent 911 might need no shift nub in any respect.

Greg PajoAutomotive and Driver

On the third day of our check, a driver who started the day within the Porsche climbed into the Maserati and requested, “Is one thing improper with the MC20? It does not really feel as quick because it did yesterday.” Technical editor David Beard replied, “There’s nothing improper with it. Your butt dyno simply bought recalibrated by the Turbo S.”

He was proper. The 911 Turbo S lives by itself planet, one with totally different guidelines and totally different gravity. And but, that is no humorless automaton constructed solely to impress the VBox testing tools. On a street like Route 33, it is alive—involving, extremely fast, and benign unexpectedly. You are feeling like you may climb in and instantly entry 95 % of its efficiency potential, which generally interprets to “the quickest factor on the street, wherever.” In contrast with the pillbox Maserati, the Porsche has a panoramic ahead view, its slender A-pillars framing the fenders and letting you recognize exactly the place you are putting these entrance wheels. You may select your individual gears if you wish to, however chances are high the dual-clutch computerized has already chosen the best ratio by itself, leaving you free to sight right down to the subsequent nook and apply as a lot throttle as you dare.

A typical massive pizza tops out at about 16 inches; the 911’s entrance rotors are 16.5.

Greg PajoAutomotive and Driver

This automotive is about having it each methods: The brief wheelbase makes it nimble, whereas the rear-axle steering makes it steady. Sport Plus mode deploys a pavement-scraping chin spoiler; nonetheless, you may retract that and elevate the entrance finish in case you need to pull onto the shoulder to tear a U-turn and go for spherical two on a alternative set of sweepers. The fixed-back carbon-fiber seats are as comfortable as an iron maiden but one way or the other comfy for hours. Between the entrance trunk and the rear cargo space (the place a 911’s rear seats usually reside), there’s loads of room in your stuff. And within the uncommon air of supercars, the 911 Turbo S even qualifies as a very good deal—its as-tested value of $223,230 undercuts the MC20’s by $36,815.

The primary knock on the Turbo S is that its comparatively on a regular basis seems do not match the exoticism of its efficiency (and, okay, its value). The doorways swing open in a standard method, like a Honda’s. There is not any GT3-style aerodynamic weaponry on show. The form is the form of greater than 1,000,000 911s earlier than it. No person acknowledges you, not to mention congratulates you, at gasoline stations or in L.A. visitors. However that is additionally a giant a part of the enchantment. This is not a machine you’re taking to Automobiles & Espresso to indulge in mirrored adulation. It is one you drive proper previous that, up into the hills, to enjoy pace and dealing with that appears scarcely believable. If you wish to unbind the shackles of gravity, overlook a ticket to house. We have your journey proper right here.

2022 maserati mc20 and 2021 porsche 911 turbo s lightweight



2022 Maserati MC20

Car Sort: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe


Base/As Examined: $215,995/$260,045

Choices: carbon-ceramic brakes, $10,000; 20-inch cast wheels, $5500; carbon-fiber engine cowl, $5000; Blu Infinito paint, $4500; black roof, $4000; front-axle elevate, $4000; Sonus Faber sound system, $4000; electronically managed limited-slip differential; $2300; crimson brake calipers, $1200; upgraded leather-based and Alcantara inside; $1000; Trident stitched on headrest, $900; auto-dimming exterior mirrors, $650; heated entrance seats, $500; sport steering wheel with carbon-fiber inserts, $500


twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct gas injection

Displacement: 183 in3, 2992 cm3

Energy: 621 hp @ 7500 rpm

Torque: 538 lb-ft @ 3000 rpm


8-speed dual-clutch computerized


Suspension, F/R: multilink/multilink

Brakes, F/R: 15.5-in vented, cross-drilled, carbon-ceramic disc/14.7-in vented, cross-drilled, carbon-ceramic disc

Tires: Bridgestone Potenza Sport

F: 245/35ZR-20 (95Y) MGT

R: 305/30ZR-20 (103Y) MGT


Wheelbase: 106.3 in

Size: 183.8 in

Width: 77.4 in

Peak: 48.1 in

Passenger Quantity: 48 ft3

Cargo Quantity: 5 ft3

Curb Weight: 3757 lb


60 mph: 3.2 sec

100 mph: 6.5 sec

130 mph: 10.9 sec

1/4-Mile: 11.0 sec @ 131 mph

150 mph: 15.4 sec

170 mph: 22.7 sec
Outcomes above omit 1-ft rollout of 0.2 sec.

Rolling Begin, 5–60 mph: 3.7 sec

High Gear, 30–50 mph: 2.0 sec

High Gear, 50–70 mph: 2.4 sec

High Velocity (mfr’s declare): 202 mph

Braking, 70–0 mph: 149 ft

Braking, 100–0 mph: 291 ft

Roadholding, 300-ft Skidpad: 1.08 g


Noticed: 14 mpg


Mixed/Metropolis/Freeway: 18/15/25 mpg

2021 Porsche 911 Turbo S Light-weight Bundle

Car Sort: rear-engine, all-wheel-drive, 2-passenger, 2-door coupe


Base/As Examined: $215,190/$223,230

Choices: front-axle elevate, $2770; Turbo S Unique Design wheels, $2490; LED-Matrix design headlights in Black, $750; seat belts in Silver Gray, $540; Sport Chrono stopwatch dial in White, $420; central tachometer in White, $420; 911 Turbo S brand in exterior shade, $350; Porsche brand on rear in Gloss Black, $300


twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct gas injection

Displacement: 229 in3, 3746 cm3

Energy: 640 hp @ 6750 rpm

Torque: 590 lb-ft @ 2500 rpm


8-speed dual-clutch computerized


Suspension, F/R: struts/multilink

Brakes, F/R: 16.5-in vented, cross-drilled, carbon-ceramic disc/15.4-in vented, cross-drilled, carbon-ceramic disc

Tires: Pirelli P Zero PZ4

F: 255/35ZR-20 (93Y) NA1

R: 315/30ZR-21 (105Y) NA1


Wheelbase: 96.5 in

Size: 178.6 in

Width: 74.8 in

Peak: 50.9 in

Passenger Quantity: 49 ft3

Cargo Quantity: 14 ft3

Curb Weight: 3557 lb


60 mph: 2.1 sec

100 mph: 5.1 sec

130 mph: 8.6 sec

1/4-Mile: 9.9 sec @ 138 mph

150 mph: 12.0 sec

170 mph: 16.9 sec

180 mph: 20.8 sec
Outcomes above omit 1-ft rollout of 0.2 sec.

Rolling Begin, 5–60 mph: 3.6 sec

High Gear, 30–50 mph: 2.1 sec

High Gear, 50–70 mph: 2.4 sec

High Velocity (mfr’s declare): 205 mph

Braking, 70–0 mph: 139 ft

Braking, 100–0 mph: 279 ft

Roadholding, 300-ft Skidpad: 1.14 g


Noticed: 14 mpg


Mixed/Metropolis/Freeway: 17/15/20 mpg


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