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Maserati MC12

The Maserati MC12 is a limited-production developed by the automaker and introduced in 2004 to homologate the model for international competitions. Featuring a two-seater mid-engine layout with a carbon fiber and honeycomb chassis derived from the , it is powered by a naturally aspirated 5,998 cc 65° producing 630 horsepower at 7,500 rpm and 481 lb-ft of torque at 5,500 rpm. With a dry weight of 1,335 kg and a six-speed , the MC12 accelerates from 0 to 100 km/h in 3.5 seconds and reaches a top speed of 330 km/h, making it the fastest road-legal ever produced. Only 50 units of the Stradale road version were hand-built at 's facility between 2004 and 2005, each priced at approximately €600,000 at launch. The MC12's development stemmed from Maserati's ambition, under Ferrari's ownership, to re-enter top-tier after a long hiatus, drawing heavily on the platform while incorporating unique aerodynamic enhancements like a long-tail body and active rear wing for superior . Designed in-house by the Centro Stile, its sleek, low-slung coupe body with removable emphasized both road usability and racing pedigree, featuring advanced suspension with double wishbones and carbon-ceramic brakes. A -only variant, the MC12 Versione Corse, followed in 2006 with 12 units produced, boasting increased power of 755 hp and lighter weight for non-road use. The car's engineering prioritized balance and handling, with a 41:59 front-to-rear and variable-length intake manifolds on the V12 for optimized power delivery across rev ranges. In , the MC12 GT1 racing version proved extraordinarily successful, debuting in the and securing Maserati's return to victory with multiple wins that season. From 2005 to 2010, it dominated the series, winning two manufacturers' championships in the GT1 class ( and ) and contributing to 14 overall titles and 22 race victories for teams like and Vitaphone Racing, despite regulatory challenges like balance-of-performance restrictions imposed by the FIA due to its superiority. This era marked Maserati's most triumphant racing chapter since the , blending exotic road car exclusivity with unparalleled GT1 prowess and cementing the MC12's legacy as a bridge between street and circuit excellence.

Development and Background

Origins and Homologation

The Maserati MC12 originated from the brand's strategic decision to re-enter top-level motorsport after a 37-year hiatus from factory-backed racing programs, which had last been active in the late 1950s and early 1960s with models like the 250F in Formula One and various sportscars. By the early 2000s, under Fiat ownership alongside Ferrari, Maserati sought to revive its racing heritage through participation in the FIA GT Championship's GT1 class, necessitating the creation of a road-legal homologation special to comply with eligibility rules. This approach mirrored historical strategies used by manufacturers to bridge street and track variants, allowing Maserati to field competitive GT1 racers while producing a limited-run supercar. The FIA GT Championship's GT1 regulations at the time emphasized production-derived vehicles, requiring manufacturers to build and sell at least 25 road-legal units of the base model to a racing variant, ensuring the competition cars retained core elements like the production , architecture, and body structure with only sanctioned modifications for safety and performance balance. These rules shaped the MC12's scope, dictating a design that prioritized over pure road usability, while limiting extreme deviations to maintain the class's "" ethos of accessible, production-based . The process also involved submitting detailed forms to the FIA for approval, including documentation of production volumes and technical specifications to verify adherence. Development of the MC12 began in May 2002, with the styling buck completed by 2002, and initial prototypes following in 2003, utilizing an adapted as the initial test for rapid . Initial testing commenced in 2003, focusing on , followed by intensive shakedowns and validation runs in early 2004 at facilities like Ferrari's and , culminating in the road version's public unveiling at the 2004 Motor Show to meet the production deadline for GT1 entry. This timeline enabled to produce the required 25 units in 2004, securing FIA by November of that year despite initial debates over compliance.

Collaboration with Ferrari

The collaboration between Maserati and Ferrari during the development of the MC12 was facilitated by Ferrari's ownership of Maserati from 1997 to 2005, which allowed for extensive resource sharing and technical integration. In this period, Maserati leveraged Ferrari's engineering expertise, particularly drawing from the platform introduced in 2002. The MC12 adopted the Enzo's carbon-fiber chassis and its 6.0-liter (Tipo F140), renamed the Maserati M144, enabling Maserati to accelerate its return to while benefiting from Ferrari's advanced materials and powertrain technology. To align with FIA GT homologation requirements, Maserati engineers, in close coordination with Ferrari's team, modified the Enzo-derived components for the MC12. The was detuned from the Enzo's 660 output to 630 through adjustments including more conservative cam profiles, revised engine mapping via ECU remapping, and changes to the intake and exhaust systems to optimize torque delivery and comply with restrictors. These adaptations ensured the MC12 met regulatory standards while retaining much of the Enzo's high-revving character, with a limited to 7,500 rpm compared to the Enzo's 8,200 rpm. The shared six-speed automated manual gearbox, rebranded as Cambiocorsa, also underwent minor tuning for the MC12's aerodynamically focused setup. The exterior design, while built on Ferrari underpinnings, was distinctly Maserati-styled by at Italdesign, creating a longer and wider body with aggressive aerodynamic elements to differentiate it from the and enhance track performance. Development testing occurred primarily at Ferrari's between 2003 and 2004, where shared engineering teams, including Ferrari test drivers like , refined the prototype using an as a . This collaborative effort involved around 100 engineers from both brands, focusing on dynamics, , and integration to prepare the MC12 for both road and racing applications.

Production Timeline

The Maserati MC12 entered production in 2004 as a limited-series special, with exactly 25 units hand-assembled that year at the company's facility in to meet FIA requirements. A second batch of 25 cars followed in 2005, bringing the total to 50 road-legal vehicles, after which production ceased with no additional units built. This strict cap ensured exclusivity while enabling Maserati's return to top-tier GT competition. Priced at €600,000 per unit—equivalent to about $750,000 USD based on 2004 exchange rates—all MC12s were pre-sold to customers before assembly began, reflecting high demand among collectors and enthusiasts. The hand-built process emphasized precision craftsmanship, with each car constructed on a modified Ferrari-derived carbon-fiber adapted for road use. Customer deliveries commenced in late for the initial series, coinciding with the completion of the first vehicles, and continued through 2005 for the remaining examples. Following fulfillment, halted road car production entirely, shifting focus to variants and cementing the MC12's status as a rare .

Design and Engineering

Exterior Styling

The MC12 features a distinctive long-tail coupé design, measuring 5,143 mm in length, 2,096 mm in width, 1,205 mm in height, and with a 2,800 mm , which emphasizes its heritage while accommodating road-legal proportions. This elongated silhouette draws direct inspiration from 's racers, such as the 300S, blending nostalgic proportions with modern aggression to create a visually imposing presence dominated by sharp creases and a low-slung profile. Key styling elements include dihedral doors that swing upward for entry, enhancing the car's dramatic flair and practicality, alongside a prominent rear wing that spans over two meters wide to optimize airflow management. The bodywork incorporates underbody diffusers and sculpted side vents to channel air effectively, contributing to the MC12's aerodynamic efficiency with a of 0.36. These features generate substantial for high-speed stability, particularly through the large rear wing and venturi tunnels beneath the car. The entire exterior utilizes full carbon-fiber construction for the body panels and chassis, providing exceptional rigidity while keeping the overall dry weight to 1,335 kg and enabling the lightweight yet durable shell to withstand racing demands. This material choice not only reduces mass but also allows for complex aerodynamic shapes that distinguish the MC12 from its base, with the body mounted on a shared carbon-fiber and honeycomb structure for integrated strength. The design is a two-seater long-tail mid-engine coupé-spyder with a removable .

Interior Features

The Maserati MC12's interior embodies a minimalist, race-inspired designed for dual road and track use, prioritizing driver focus and lightweight construction. The cabin accommodates two occupants in carbon-fiber bucket seats with high lateral containment for enhanced support during high-speed maneuvers, upholstered in a combination of perforated and Alcantara for and comfort. These seats are positioned low within the carbon and , providing ample headroom and legroom even for taller drivers exceeding six feet in height. The dashboard features a clean, tailored layout with analog instrumentation, including a prominent central scaled to 360 km/h and flanking gauges for the , oil pressure, oil temperature, and water temperature, all trimmed in carbon fiber for reduced weight and a aesthetic. Controls are driver-centric, with a leather-wrapped and carbon-fiber bearing the Tridente emblem, paddle shifters for the six-speed , and a engine start button integrated into the titanium-colored central tunnel. The design incorporates perforated leather accents and moldings, blending luxury with functionality, while basic climate control vents ensure ventilation without excess complexity. Comfort elements are sparse, reflecting the car's roots, with no system or radio to minimize distractions and weight. is provided via a simple system, and a small storage compartment behind the seats offers limited luggage of approximately 7 liters, suitable only for essentials like gloves or a small bag. Safety is inherent to the structure, with the integrated forming part of the carbon-fiber , supplemented by FIA-compliant padding around critical areas to meet both road and racing standards.

Engine Specifications

The Maserati MC12 is powered by a Ferrari-derived 6.0-liter naturally aspirated , designated as the Tipo F140, which features a 65-degree bank angle, double overhead camshafts, and 48 valves for high-revving performance. This , adapted from the but detuned for road use with revised camshaft profiles and electronic mapping, along with variable-length intake manifolds for optimized power delivery across rev ranges, delivers a maximum output of (470 kW; 621 hp) at 7,500 rpm and 652 N⋅m (481 lb⋅ft) of torque at 5,500 rpm. The dry-sump lubrication system ensures consistent oil pressure during high-lateral-g cornering, contributing to the engine's reliability in both street and track applications. The powertrain integrates a rear-mounted 6-speed sequential , branded as Cambiocorsa, which employs paddle shifters for rapid shifts without a clutch pedal, enabling sub-100-millisecond gear changes. This layout positions the gearbox longitudinally behind the engine, optimizing the vehicle's weight distribution to 41% front and 59% rear, which enhances rear-wheel-drive traction while maintaining balance for high-speed stability. The system includes a twin-plate and to manage the substantial output effectively. Fuel delivery is handled via a multi-point electronic injection system feeding into a 115-liter (30.4 gallon) tank, supporting the V12's thirst for premium unleaded . This setup propels the MC12 from 0 to 100 km/h (0-62 mph) in 3.8 seconds and achieves a top speed of 330 km/h (205 mph), figures validated through independent testing that highlight the powertrain's seamless integration with the . Despite its performance, the MC12 complies with Euro 4 emissions standards through catalytic converters and optimized exhaust tuning, though real-world fuel consumption averages around 23 L/100 km (10.2 mpg ) in mixed driving, reflecting the engine's high-output nature.

Chassis and Aerodynamics

The Maserati MC12 features a stress-bearing constructed from a of carbon fiber and honeycomb, supplemented by front and rear aluminum sub-frames for enhanced structural integrity. This design, adapted from the platform with modifications for racing , provides exceptional lightness and strength while maintaining compatibility with road and track demands. The 's advanced contributes to the vehicle's overall dry weight of 1,335 kg, optimizing power-to-weight ratios for superior performance. The MC12 exhibits a static weight distribution of 41% front and 59% rear, which promotes balanced handling under normal conditions. With a kerb weight of 1,335 kg, this setup ensures agile responsiveness without compromising stability. Aerodynamically, the MC12 employs a fixed rear wing spanning over two meters, which generates substantial downforce to improve high-speed stability, effectively shifting the weight distribution to 34% front and 66% rear above 200 km/h. Complementing this are a prominent front splitter for directing airflow and reducing lift, as well as side vents that facilitate cooling for the engine and brakes while minimizing drag. A roof-mounted air intake further aids engine cooling by channeling fresh air directly to the mid-rear V12, enhancing thermal management during extended high-performance use. These elements collectively yield a drag coefficient of 0.36, balancing downforce with efficiency for both road and circuit applications.

Suspension and Wheels

The Maserati MC12 employs a double wishbone setup at both axles, designed for high performance and precise handling. This configuration incorporates pushrod-operated progressive-rate steel dampers and coaxial springs, providing effective anti-dive, anti-squat geometry, and roll control to maintain composure during dynamic driving. The suspension system offers adjustability through two selectable modes via the paddle-shift gearbox: a '' setting optimized for road use with compliant for everyday compliance, and a 'race' mode that stiffens the setup for enhanced track performance and reduced body roll. Braking duties are handled by a robust system featuring cross-drilled and ventilated cast-iron discs, with 380 mm rotors at the front gripped by six-piston alloy calipers and 335 mm rotors at the rear secured by four-piston calipers; Pagid street pads ensure responsive cold-weather performance without squeal. This setup integrates a Bosch 5.3 () and (EBD) for optimal stopping power and stability. The wheels consist of 19-inch light alloy rims measuring 9J wide at the front and 13J wide at the rear, secured by color-coded center-lock nuts (red for left, blue for right) to facilitate quick changes. These are fitted with P Zero Corsa tires in 245/35 ZR19 size upfront and 345/35 ZR19 at the rear, balancing and road manners for the supercar's rear-wheel-drive . Ground clearance measures 100 mm, contributing to the car's low-slung profile while mounting the to the carbon-fiber chassis for integrated structural rigidity. is available as an option, enhancing traction management alongside the standard .

Performance and Reception

Road Performance Metrics

The Maserati MC12 demonstrates exceptional straight-line acceleration, propelled by its mid-engine layout and high . It achieves 0-100 km/h in 3.8 seconds and 0-200 km/h in 9.9 seconds, while completing the quarter-mile in 11.8 seconds at 123.9 mph (MotorTrend test). Braking performance is equally impressive, with the MC12 halting from 100 km/h to 0 in 33 meters, thanks to its large disc brakes. In handling tests, the MC12 exhibits strong lateral grip, enabling cornering forces up to approximately 1.0 g on the skidpad, aided by its carbon-fiber chassis and wide tires. An unofficial road-going lap time around the Nordschleife of 7 minutes 24.29 seconds further underscores its track-capable road dynamics. Fuel economy reflects the car's high-performance nature, with estimated figures of 8 mpg in city driving and 12 mpg on the highway under EPA-equivalent conditions.

Critical Reviews

Automotive journalists praised the Maserati MC12 for its exotic V12 engine sound, exceptional build quality derived from the Ferrari Enzo platform, and track-ready poise that made it feel planted and responsive on circuits. In a 2013 review, Evo magazine highlighted the car's refined yet audible V12 note, carbon-fiber construction weighing just 1,335 kg, and handling that was approachable for both road and track, with supportive seats and clear visibility enhancing driver confidence. Similarly, Car and Driver's 2005 first drive noted the lavish carbon-fiber and leather interior, direct steering with minimal kickback, and a taut chassis that balanced firmness with tolerable ride quality, describing it as surprisingly livable despite its racing heritage. Criticisms often centered on the slightly detuned 6.0-liter , which produced 630 (622 ), making straight-line acceleration competitive but emphasizing its track-oriented over raw power excesses. Reviewers also pointed to its high of around $650,000 at launch and limited everyday , including the absence of a , minimal luggage space, and an oversized body that hindered maneuverability in tight spaces. Top Gear's 2004 review by emphasized these issues, calling it "one of the most difficult, recalcitrant and twitchy cars" due to its recalcitrant handling and impractical as a road-legal racer. further critiqued the street brake pads, which overheated and produced flames under repeated hard stops, underscoring its track bias over daily drivability. Key contemporary reviews captured this duality: in 2005 lauded its "brutal acceleration" paired with "civilized manners" in the cabin and chassis, positioning it as a potent yet refined . viewed it more as "a collector's item more than a daily driver," appreciating its speed (0-60 mph in 3.8 seconds) but decrying its road compromises. Retrospectively, the MC12 has been appreciated for its rarity, with only 50 road versions produced, driving collector values to exceed €3 million by the mid-2020s; a 2005 example sold for a record $5.2 million at in 2025, reflecting its status as a icon.

Market Impact and Legacy

The Maserati MC12 achieved immediate commercial success upon its launch, with all 50 production units pre-sold at approximately €600,000 each before deliveries began in 2004. This limited run, consisting of 25 cars in 2004 and another 25 in 2005 to meet requirements, underscored the model's exclusivity and demand among high-end collectors. In the resale market, values have appreciated significantly over time; for instance, a 2015 saw a black MC12 sell for $1.575 million, while by 2025, low-mileage examples commanded over $5.2 million at prestigious events like . The MC12 played a pivotal role in Maserati's brand revival, marking the company's return to after a 37-year absence and enhancing its visibility in the luxury performance segment. This resurgence bolstered 's image as an innovator in high-performance engineering, directly influencing subsequent models such as the MC20, which pays homage to the MC12 through shared design motifs and a renewed focus on track-capable road cars. To commemorate the MC12's 20th anniversary in 2024, Maserati introduced limited-edition MC20 variants named Icona and Leggenda, explicitly celebrating the earlier model's legacy. Culturally, the MC12 has cemented its status as a icon, akin to the in representing the era's blend of road-legal supercars and racing prototypes, with only 50 units built to satisfy FIA GT requirements. It has appeared prominently in media, including the Gran Turismo video game series from onward, where it serves as a drivable showcase of Italian engineering prowess. The model's rarity and Ferrari-derived underpinnings have further elevated its allure among enthusiasts, positioning it as a collector's for 21st-century . Preservation efforts for the MC12 remain strong, with many surviving examples exhibiting low average mileage under 5,000 due to their status as garage-kept investments rather than daily drivers. supports ongoing maintenance through its Classiche program, launched in 2020, which provides , services, and access to original parts to ensure the of these . This commitment helps maintain the MC12's condition and value, with ultra-low-mileage specimens—like one with just 230 —commanding premium prices at auction.

Racing Variants and History

MC12 GT1 Development

The development of the Maserati MC12 GT1 marked 's return to top-tier international after a 37-year absence, with the project led in-house by Maserati Corse to adapt the road-going MC12 Stradale for the FIA GT Championship's GT1 class. To meet FIA requirements for the category, which mandated the production of at least 25 road-legal examples annually for two consecutive years, built 25 Stradale units in , followed by another 25 in after regulatory adjustments to maximum vehicle length. These specials featured a stripped interior devoid of elements like and , replaced instead with liveries applied to the carbon-fiber bodywork for team identification and sponsorship visibility. The GT1 variant itself was produced in limited numbers, with approximately 12 to 13 units constructed between and 2010 for factory and customer teams, emphasizing lightweight construction and competition-ready modifications. Key engineering changes transformed the MC12 into a dedicated racer, starting with the derived from the road car's 6.0-liter V12 but uprated and regulated under FIA rules to deliver around 550 horsepower at the . The was upgraded to a six-speed sequential semi-automatic gearbox with paddle shifters for rapid, precise shifts during high-speed competition. enhancements included a full integrated constructed from high-strength steel within the carbon-fiber and Nomex honeycomb chassis, providing structural rigidity while minimizing added mass. These modifications, combined with the removal of non-essential road components such as the and , contributed to significant weight reduction, achieving a dry weight of approximately 1,050 kg—over 250 kg lighter than the Stradale—facilitated further by the installation of a 90-liter in place of the standard tank. Maserati Corse handled the entire development process internally, conducting initial testing of the GT1 prototype at in June 2004, where Finnish driver completed shakedown laps to validate , handling, and power delivery on the high-speed circuit. Subsequent refinements focused on optimizing the car's balance for endurance racing, including tweaks to suspension geometry and brake systems sourced from racing suppliers like , ensuring compliance with GT1 technical regulations while maximizing performance potential. This iterative testing phase, spanning several months at tracks like and , solidified the MC12 GT1's reputation as a purpose-built competitor before its competitive debut later that year.

FIA GT and GT1 Championship Successes

The Maserati MC12 GT1 made its competitive debut in the late in the 2004 season, entering the final four rounds with entries from . At the round, the cars secured second and third places in the GT1 class, marking a strong initial showing despite ongoing debates. The MC12 GT1 achieved its first victory at the season finale in , where drivers Andrea Bertolini and triumphed for Maserati, earning the marque's initial points in the series. Although the late entry prevented a full title challenge, this performance laid the foundation for future dominance. In 2005, expanded its program with Racing Team as the primary squad, fielding MC12 GT1s throughout the and securing the GT1 teams' title for along with the manufacturers' constructors' cup. The car's superior aerodynamics and power delivery provided a clear edge over rivals like the , particularly in endurance events where the MC12 demonstrated enhanced reliability under high-stress conditions. Key results included a win at the for drivers , Andrea Bertolini, and Éric van de Poele, contributing to 's overall season tally. This success marked the beginning of a dominant era, with the MC12 GT1 amassing multiple victories and establishing 's return to grand touring prominence. The 2006 season saw continued excellence, as Bertolini and Bartels clinched the GT1 drivers' championship for Vitaphone Racing, while the team retained the teams' title. Maserati's MC12 GT1 repeated its victory, this time with joining the lineup, underscoring the car's endurance prowess. Despite the introduction of balance-of-performance measures by the FIA to curb the MC12's advantages, its combination of the Ferrari-derived and advanced chassis tuning allowed it to outperform competitors consistently, including the C6.R, which struggled with occasional mechanical issues in comparison. These back-to-back achievements in 2005 and 2006 highlighted the MC12 GT1's technical superiority and Vitaphone's operational expertise. Over the broader 2005–2010 period in the FIA GT and subsequent GT1 , the MC12 GT1 secured 14 titles, including six consecutive teams' championships for Racing (2005–2010), two constructors' cups (2005 and 2007), and five drivers' titles (2006–2010, primarily by the Bertolini-Bartels pairing). The program yielded 22 race victories in total, with the car's reliability proving instrumental against evolving regulations and stronger opposition. However, by 2010, shifting FIA rules emphasizing GT2 and GT3 categories diminished the GT1 class's viability, leading to the MC12 GT1's phase-out after that season.

Other Series Participation

The Maserati MC12 GT1 demonstrated its adaptability beyond the through participation in the Campionato Italiano , where it competed from 2005 to 2006 with factory support from . In 2006, the Playteam Sara Free team, fielding the MC12 driven by Gianbattista Giannoccaro and Toni Vilander, clinched the drivers' title with an impressive tally of twelve victories and two second-place finishes across the season's races. Earlier in 2005, teams such as Megadrive Srl and Racing Box also secured multiple wins, including victories at Misano, , and Vallelunga, underscoring the car's dominance in Italy's premier GT series. In , the MC12 made its endurance racing debut in the 2005 (), entered by Risi Competizione under the Corse banner with logistical assistance from . Although ineligible for championship points due to homologation discrepancies with series regulations, the car completed all ten rounds of the season, achieving competitive results in the GT1 class. Notable performances included a third-place podium at in August, driven by Andrea Bertolini and Fabrizio de Simone, as well as strong showings at circuits like Sebring and Mosport, where it often led stints before mechanical or strategic setbacks. The program concluded after 2005, with the MC12 retiring from competition by 2007 as focus shifted to European efforts. Entries in Japan's series were explored for 2006 through 2008 by teams including Carsport Asia, but participation was limited to testing sessions, such as at Suzuka, where the car showed promise but encountered balance-of-performance restrictions and hurdles that prevented full-season campaigns or race starts. No competitive outings or podiums materialized in the series due to these regulatory challenges. Across these international series, the MC12 GT1 amassed over 100 starts globally, contributing to Maserati's tally of more than 50 victories in GT competition and affirming its role as a for mid-2000s grand touring machinery.

Versione Corse Track Version

The Maserati MC12 Versione Corse, introduced in 2006, was a limited-production track-only variant derived from the GT1 racing model's specifications, with just 12 customer units built alongside a single prototype. Designed exclusively for non-competitive use, it catered to private collectors seeking high-performance track experiences without racing homologation constraints. Although not originally road-legal, three examples were later modified for street use by the German tuner Edo Competition, allowing registration in select markets such as . This version incorporated advanced refinements from the GT1 racer, including a naturally aspirated 6.0-liter tuned for greater output than the competition units, producing 755 horsepower at 8,000 rpm and 710 of at 6,000 rpm. Weighing approximately 1,150 kg dry—significantly lighter than the road-going Stradale—thanks to extensive use of carbon fiber components, Lexan windows, and a racing , it achieved a of 1.52 kg/hp. The electro-hydraulic six-speed Cambiocorsa sequential gearbox and carbon-ceramic brakes (without for pure track feel) further enhanced its capabilities. Priced at €1,000,000 plus taxes (equivalent to about $1.35 million at the time), all 12 units were rapidly allocated to select clients and collectors for private track days, exhibitions, and demonstration events. highlights included acceleration from 0 to 200 km/h in 6.4 seconds and a top speed exceeding 325 km/h, underscoring its role as an accessible evolution of Maserati's FIA GT-winning technology for enthusiast ownership.

Birdcage 75th Limited Edition

The Maserati Birdcage 75th is a one-off concept car unveiled at the 2005 Geneva Motor Show to celebrate Pininfarina's 75th anniversary and pay homage to Maserati's historic "Birdcage" race cars from the 1960s. Based on the chassis of the Maserati MC12 GT1 racing variant, it features an exposed carbon-fiber "birdcage" roll structure that evokes the tubular frames of classic Maserati prototypes like the Tipo 61, blending modern engineering with retro-inspired aesthetics. This design choice highlights the car's structural transparency, with the roll cage visible through transparent body panels made of Lexan polycarbonate. Unique to the Birdcage 75th are its silver-blue , reminiscent of Maserati's racing heritage, along with bespoke 75th anniversary badging and an exposed manual gearshift mechanism integrated into the open layout. The mirrors that of the MC12 GT1, utilizing a mid-mounted Ferrari-derived 6.0-liter producing 700 horsepower, paired with a six-speed for a raw, engaging driving experience. These elements emphasize the car's role as a functional showpiece rather than a production model. Following its debut, 75th appeared as a static display at the show before making its dynamic world debut with demonstration laps at the 2005 . It was never entered in competitive racing and has since been preserved as part of the collection, occasionally featured in exhibitions to showcase Italian automotive design innovation. As a symbol of and Pininfarina's shared heritage in and styling, the Birdcage 75th represents a pinnacle of artistry, with estimated values exceeding €3 million in 2025 collector markets due to its uniqueness and historical significance.

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