Maserati Pininfarina 75Th Birdcage Concept

Assignment of the prestigious Louis Vuitton Classic Concept Award marks the end of a fantastic year for the Maserati Birdcage 75th, a prototype developed by Pininfarina to celebrate its 75 years of business, reviving the storied theme of the dream car and seamlessly integrating exclusive design, sports DNA and technological innovation.
The Birdcage 75th carried off the elite Louis Vuitton Award, assigned to the maximum expression functioning prototype amongst those presented at major international Motor Shows during the year, for the following reason: “Celebrating the cooperation between Maserati, Motorola and Pininfarina, the Birdcage 75th is both a high level concept car integrating the most modern technologies and a fascinating dream car as was imagined in the Sixties”.
With the Birdcage 75th, based on the Maserati heritage and on its most advanced mechanicals and realized in collaboration with Motorola, Pininfarina revives the storied theme of the true dream car now proposed in a synthesis of the vision of the three companies: exclusive design, sports DNA and technological innovation. Pininfarina’s prosperous collaboration with Maserati, marked by the great international success of the Quattroporte, is celebrated with this rolling hi-tech sculpture that evokes a new future context, imaginary but possible, while simultaneously paying homage to the strong and distinctive brand characteristics of the Tridente.

In celebration of Pininfarina’s 75th anniversary, Birdcage 75th returns to the storied tradition of extreme sports prototypes which highlighted the Italian renaissance of car design, born in the Fifties and prolonged in the Sixties and early Seventies. This period of optimism and boundless creativity produced some of the world’s most astounding and beautiful automobiles. Never before had our love affair with speed and beauty been so abundantly expressed. Boldly challenging our aesthetic ideals, these prototypes were exercises in creativity and passion, unconstrained by the regulations and the limitations of today’s context and considerations. They were true dream cars that evoked images and sentiments of a utopian future.

Maserati Pininfarina 75Th Birdcage Concept

Beginning with the Maserati A6 GCS of 1954, whose clean-lined design and harmonious proportions made it one of the most memorable projects from that period, Pininfarina embarked on a prolific period of extreme sports prototypes based on the era’s state of the art racing car mechanicals. In 1965 the stunning Ferrari Dino Berlinetta Speciale made its debut, while in 1967 the Dino competizione combined voluptuous beauty with some of the world’s first studies on moveable aero devices. The following year brought about the aero study of the Alfa Romeo 33 and the sensual Ferrari P5, which demonstrated a future vision of Le Mans prototypes. 1969 bore three radically different prototypes, the Abarth 2000, the sinuous Alfa Romeo 33 Prototipo Speciale and the extreme wedge study of the 512s which stood less than 1 meter tall. Finally, in 1970 arrived what many consider the preeminent dream car of the era, the audacious Ferrari Modulo. A radical research vehicle which abandoned traditional styling and construction techniques in favor of extreme geometric simplicity. Originally shown at Geneva, Turin and the Osaka World Fair, the excited and shocked public was forced to question its very context. How and where did this vehicle come about? Where would this vehicle take us? Effectively, the Modulo represented the ultimate manifestation of the dream car spirit, for it succeeded in transporting its viewer to another time and place.

For 2005, in celebration of its 75th anniversary, Pininfarina has chosen to rekindle this creative spirit. The Birdcage 75th is a concept of a road car where everything – style, performance, use and conception of the car – is extreme so as to get the maximum impact on the collective imagination. The car is a futuristic extension of the Maserati brand, and at the same time it serves to reinforce the Tridente’s potent design heritage, and continues its grand tradition of advanced technology enveloped in sporting elegance. Integrating some Motorola technologies make the Seamless Mobility vision real, or the fluidity of the technologies as a subsequent stage of the Internet revolution.

Concept

The Birdcage 75th, in homage to the spirit of the dream car era, is based on the road racing chassis of the Maserati MC12 and seeks to capture the ultimate expression of speed, sensuality and elegance – to create a functional and dynamic automotive sculpture. The contrast struck between its organic fluidity and the severe tension of its mechanicals, creates a dynamism seldom realized.

The clear goal of breaking away from traditional styling solutions and creating a coherent and unique visual experience, led to a particularly innovative integration of the exterior and interior design and construction. Rather than pen the exterior in a traditional manner, and thereafter by consequence approach the design of the interior, the Birdcage 75th was designed as an integrated singular object.

Maserati Pininfarina 75Th Birdcage Concept

THE DESIGN CHALLENGE

While the main goal of the Birdcage 75th was to push new stylistic boundaries and techniques, the Maserati’s over 700 horsepower V12 engine signified that the design concept had to be true to certain race car ideals. Without limiting the project’s creative potential, the design began with the study of the mechanicals themselves, and how they themselves could relate, and thus communicate with the impending exterior design to create a coherent and seamless object.

The first necessity became to envelope the mechanicals in the most efficient manner possible. As research has shown, the aerodynamic forms most effectively and frequently applied in race car design are the teardrop and the inverted wing form. With this in mind, the concept of the Birdcage 75th was born. Upon studying the mechanicals, one can see the chassis is naturally blessed by its delta shaped plan view as the small and efficient passenger cell tapers rearward to embrace the engine and drivetrain. So, the concept became clear, a teardrop central volume would encapsulate the passenger cell and the mechanicals creating an extremely streamlined and efficient frontal area. In turn, this central cell is suspended within a vast inverted wing form which maintains an exceptionally low profile to aid in the air flow above and under the vehicle.

The floating central cell is seamlessly divided into two halves, the upper portion being transparent, and the lower portion serving as a structural aerodynamic skirt. The large transparent area of the upper surface not only grants its occupants outstanding visibility, but allows all of the Maserati mechanicals, from its pushrod suspension to the beautifully crafted carbon fibre inlet trumpets of its V12 engine to be showcased and appreciated.

Staying true to its race car roots, the exterior surfaces are kept as low and uncluttered as possible only to ebb and flow into the four independently pronounced fenders which house the massive alloy wheels. The alloy wheels, which measure an impressive 20’’ (front) and 22’’ (rear) in diameter respectively, are specifically designed to recall the Tridente’s logo, and as on the racing cars, are attached via a single center locking wheel nut. The low undulating exterior has a natural but purposeful fluidity, appearing as if mercury was merely poured over the mechanics. The result is a powerful yet elegant form which, at a mere meter tall, gives the impression of movement even at a standstill.

Not incidentally, the resulting geometry of volumes is a futuristic extension of the great Maserati race cars of yesteryear, whose bodies stemmed from a simple extruded fuselage onto which the independent fenders were grafted.
It is therefore no coincidence the name of the prototype directly recalls the legendary Birdcage Tipo 63. Nicknamed the birdcage due to the radically triangulated tube construction of its chassis, these cars were truly unique in that the chassis and mechanicals were left in view under unusually large transparent front wind screens. The central engine initially mounted was a 4-cylinder 260 HP model later replaced by the V12 3000 developing 320 HP at 8,200 rpm, based on the 350S prototype and the 250F T2 Grand Prix. Over and above fourth place in the Le Mans 24-Hour event, the Tipo 63 also achieved excellent results in 1961 with Walt Hangsen in American races, winning at Bridgehampton, New York and the Elkhart Lake 500-mile in Wisconsin.

To further underline the Maserati heritage, great care was taken in the rich jewel-like details which contrast the elegant simplicity of its streamlined form. The nose, which like the Quattroporte’s features the traditional trapezoidal Maserati plan view, culminates in the large oval mouth flanked by low horizontal eyes. The gaping mouth adorned by a large chrome trident, feeds the central mounted radiator and brake ducts, as well as acting as a downforce creating wing surface. The lights, developed in partnership with OSRAM Opto Semiconductors, feature the world’s first homologated LED technology headlamps with OSTAR module. The light housings are milled from solid blocks of aluminum and double as cooling ducts for the heat intensive LEDs.

The rear of the vehicle is characterized by its imposingly deep diffuser, complemented by active aero panels on the upper surface, which raise and lower accordingly to produce the necessary levels of downforce for stability at any speed. When raised, the wings reveal engine bay cooling outlets, which also serve to lower air pressure underneath the wing surface, and thus aid in creating more downforce. The ultra-thin taillamps also utilize the latest LED technology, and feature hot air outlets to aid in engine compartment cooling. Finally, in Maserati tradition, the exhausts are adorned with robust oval tips finished in chrome.

The interior

The interior of the vehicle plays an important role in the visual impact and historic ties to Maserati. True to the concept of the car, the interior is an extension of the car itself, seamlessly integrated in the carbon fibre chassis.

Glancing through the canopy, one can see the large carbon fibre structure of the nose section, which tapers rearward to embrace the passenger cell. Inserted into the cell is an independent passenger sled partially upholstered with Alcantara and the suspended head up display that doubles as the IP. It is here at the center of the car that we see how the car brings together two worlds: the future oriented technology of Motorola combined with the pure and sometimes raw race DNA and heritage of Maserati.
The transparent head up display reveals the intelligent core of the car, updated with its surroundings and connected to the future. In contrast with the virtual non physical nature of the display is the triangulated structure that supports it which nostalgically recalls the interior of the Birdcage Tipo 63, essential in its approach and therefore visually connecting to the mechanicals of the car.
In this way the interior reflects the conviction that successful new technologies are the ones that seamlessly integrate without denying that which is already great today. A symbiosis symbolized in the central typical Maserati clock, physical and virtual at the same time.

As a further characteristic, the car was built entirely of sustainable materials, emphasising the use of recycled components rather than natural resources.

The Birdcage 75th also extends the concept of car/user interface, as our needs are forever shifting towards a car/mobility interface. The car becomes a central element in our daily communication activities. Through a central mounted navigation device you can navigate through a personalized array of functions and menus. But not only that, the numerous cameras positioned on the car allow you to share your driving experience with others, while projecting the images of the infrared cameras on the transparent head up display allow you to enhance your own driving experience at night.

SEAMLESS MOBILITY BY MOTOROLA

The Birdcage 75th is an application of Motorola’s vision of seamless mobility. Telephony has revealed the existence of a world in constant movement, to the point that it is difficult today to imagine life without the mobile phone. Nowadays, when we travel, we are no longer content to just make a phone call: we also want to be able to access all manner of services with our phone. Motorola has made all this possible. And it doesn’t end there. We want to be able to send images and listen to music: our wishes have been fulfilled. Now Motorola is ready for the next step. People are constantly on the move and they want to have everything with them. They want a seamless mobility world. Solutions that make you live the experience of always being connected, to everything and with all services available. “Mobility” is the next stage in the Internet revolution; it will enable users to communicate and handle information independently of the place they happen to be.

The technologies integrated in the concept car fulfil this vision of seamless mobility and use payment systems, an iPen and a mobile router, putting projection screens into service for man-machine communication.

The idea of building a concept car with Motorola arose when the company in the Pininfarina group dedicated to industrial design, Pininfarina Extra, already a Motorola partner in the design of its last line of cell phones with iDEN technology, began to plan the new line of terminals. The new portfolio of iDEN products combines attractively designed lines with the very latest available technologies, digital cell phones with last generation wireless access to Internet, text pager and two-way radio communication which enables users to communicate instantaneously with one or more individuals simply by pressing a button. So we have integrated Motorola’s seamless mobility into a technologically advanced concept car.

This challenge was taken up and carried forward by Pininfarina Extra through its cooperation in the design of the cabin and the accessories of the concept car.

The design philosophy of Motorola’s iDEN cell phones is based on the study of bionics: the relationship between design and nature. The design of the concept is inspired by the shark which moves through the water guided by a sensor. In the same way, the car perceives the environment in which it moves.

TECHNICAL specifications

Chassis: load-bearing frame in carbon fibre and Nomex honeycomb with front and rear structure in aluminium. Bodywork in carbon fibre.
Front and Rear Suspensions: articulated quadrilateral with push-rod layout; single-calibrated shock absorbers and co-axial coil springs.
Brakes: Brembo system with four self-ventilated and drilled discs. Front 380 mm x 34 mm, Rear 335 mm x 32 mm; callipers in light alloy with six front and four rear pistons.
Drivetrain: Longitudinal rear-mounted gearbox with rigid connection to the engine.
Mechanical drivetrain with 6 sequential gears. Engine: 12 x 65° V-cylinders, displacement 5998 cm(3). Power output: more than 700HP.

(from Pininfarina Press Release)

Maserati EDO MC12

EDO Competition has released the details on their Maserati edo MC12 Corsa. The Maserati edo MC12 Corsa is powered by a V12 6.0 liter engine that has a 755 hp / (555 kW) power output at 8.000 rpm and 740 Nm (546 ft-lb) of torque at 5.500 rpm. EDO Competition is taking the necessary steps to make the Maserati edo MC12 Corsa road legal.

Maserati EDO MC12

EDO Competition press Release:

Introduction of the edo MC12 Corsa

- Sport suspension with nose lift function
- Specially designed high-flow exhaust system
- New high-performance brake system
- New tire and wheel package
- Road-legal
During last year’s FIA GT championship Maserati drove their competitors into the ground with the MC12 GT1 (which already spawned the MC12). On the occasion of the overall victory, Maserati introduced the limited edition (12 units) MC12 Corsa.

The Über-Maserati weighs nearly 400 kg (880 lbs) less than the base MC12 (1,150 instead of 1,531 kg [2530 lbs instead of 3368 lbs]). This corresponds to a power-to-weight ratio of 1.5 kg / hp (3.36 lb / hp). With 755 hp and 740 Nm (546 ft-lb) of torque, the Corsa will run circles around
the regular MC12 (632 hp).

Maserati EDO MC12

Edo competition does not shy away from extreme sports cars such as this one; instead it gives them finishing touches! Consequently a special suspension system developed by edo competition and manufactured by KW was fitted. The independently adjustable compression and rebound damping permits truly individual suspension setups. The unique system, with its three different adjustments, allows for low-speed compression damping characteristics to be altered while the high-speed settings, having a strong influence on ride-quality, remain constant.   Send through Y!M               E-mail this
Maserati edo MC12 Corsa Gallery: Maserati edo MC12 Corsa
True racing technology for the road! Additionally the nose lift function available on the regular MC12 is carried over to avoid front and underbody damage.

Maserati EDO MC12

Engine-wise, edo competition leaves the 755 hp–strong MC12 Corsa untouched. However, the 6.0-liter V12 now announces its power through a newly developed edo competition high-flow exhaust system – and it does so with a soundtrack guaranteed to induce goose bumps! The sports exhaust system with electronically controlled butterfly valves provides visual cues to the MC12 Corsa’s power thanks to
dual exhaust tips, each with a diameter of 100 mm (4 in). edo competition put a strong emphasis on quality during its construction. The muffler and exhaust tips are made from durable V2A stainless steel. And, not to be overlooked: a remote control to adjust the sound intensity has been installed!

For better cold braking properties during road use, edo competition employed a ceramic composite high-performance brake system with 396 mm (15.6 in) rotors in the front and 360 mm (14.2 in) rotors in the rear along with special brake pads at both ends.

Maserati EDO MC12

Edo competition had newly developed forged wheels (in black) custom made for the edo MC12 Corsa.
On the front axle they’re of size 10 J x 19 and on the rear axle of size 13 J x 20. The wheels employed by edo competition are shod with 265/35 ZR19 (front) and 335/30 ZR20 (rear) tires.

An official approval for road service is in preparation so that this unique edo MC12 can also be admired outside of the race track.

Technical Specifications

Engine specifications

- engine V12 cylinder 6.0 Ltr.
- power 755 hp / (555 kW) at 8.000 rpm
- torque 740 Nm (546 ft-lb) at 5.500 rpm

Technical data

- Curb weight: 1.150 Kg (2535 lb)
- Body: Carbon fiber, Monocoque
- Transmission: F1, 6-speed
- Production: 12 + 3 prototypes

Maserati EDO MC12

Features / modifications

- edo/KW race suspension
Racing suspension technology for the road with adjustable compression and rebounddamping. Independently adjustable compression and rebound damping permits truely individualsuspension setups.
- The unique system with its three different adjustments allows for the low-speedcompression damping characteristics to be altered while the high-speed settings, having a strong influence on ride-quality, are fixed.
- Newly developed performance exhaust system with electronic butterfly valve control, available remote control.
- New forged wheels, front: 10 x 19″ and rear: 13 x 20″ with Michelin tires 265/35 19 and 335/30 20
- Newly developed high-performace brake system
- Road-legal in preperation

This, of course, isn’t the first time the German tuning house has taken their hammers to the uber-Trident, having cranked out the MC12 XX and cranked up the MC12 Corsa. A bit more subdued than its predecessors, the latest MC12 package aims to improve the super-exotic’s power-to-weight ratio, which came as stock a bit lower than that of the Enzo due to more bodywork. Edo has managed to trim 220 lbs of extra weight from the Maserati, while increasing power by 70 cavalli to 700hp. Edo has also fitted a host of modified components from the variable exhaust and adjustable rear wing to the retuned suspension and new wheel package. Visual changes were kept to a minimum, but customers can always specify their own exterior and interior mods.

In 2004, Maserati started production of the Pininfarina-designed Quattroporte, with the same 4.2 L engine as the Coupé, Spyder and the new GranTurismo but improved to 400 hp (SAE) (298 kW). Due to its greater weight than the Coupé and Spyder, the 0-60 mph (0-96 km/h) time for the Quattroporte is 5.2 seconds. The Quattroporte was unveiled to the world at the Frankfurt Motor Show on September 9, 2003 and made its US première at the 2003 Pebble Beach Concours d’Élégance. It is a continuation of the long tradition of Quattroporte luxury sedans in the Maserati line-up.

The 47% front-53% rear weight distribution allows the large sedan to have very nimble handling. This weight distribution is achieved by setting the engine further back in the chassis behind the front axle to shift the load back towards the cabin, and the adoption of the Transaxle layout which sees the gearbox rear-mounted in unit with the differential. The transaxle architecture is normally reserved for high performance sports cars and is the first time applied to a luxury sedan. The Quattroporte’s weight distribution maximizes traction and thrust during acceleration so that the car remains exceptionally stable and well balanced at all times.

A full automatic transmission with 6 speeds (by ZF) is presented at the Detroit Motor Show in January 2007 with the first cars delivered right after the launch: “Maserati Quattroporte Automatica”.

The Sport GT version of the Quattroporte was introduced at the Frankfurt Motor Show in September 2005. It features a reworked transmission, exhaust, 20 inch wheels, suspension modifications, and special interior and exterior accents including a mesh grille. It is priced at US$118,000.

The Executive GT version of the Quattroporte was introduced at the North American International Auto Show in January 2006. It is based on a special Neiman-Marcus version, with 19 inch ball-polished wheels and an Alcantara suede interior roof lining. Other features include chrome side and front grills and a leather-trimmed steering wheel.

Included standard on the Executive GT version is a Maserati comfort pack with ventilated, heating, massaging front and rear seats, retractable wood rear tables, and curtain shades on the rear windows.

The Quattroporte Executive GT is priced at US$123,000.

We’re caught in the morning rush hour with a flock of aggressive Vespas, Fiat Puntos, and Fiat Ducato vans swarming around us. Even in this mess, the new Maserati Quattroporte is the undisputed center of attention. Maserati enters the luxury-car field against the likes of BMW, Mercedes-Benz, and Lexus with the Quattroporte, a cocoon on wheels that features the usual blend of soft leather and rich wood inside with taut Pininfarina styling. The technical package is stunning, too, with a 4.2-liter, dual-overhead-cam V-8 engine that’s good for 394 horsepower and 333 pound-feet of torque. Mounted far enough back in the engine bay for an equitable 47/53 percent front/rear weight distribution, it’s mated to a six-speed sequential manual gearbox that has an automatic mode.

On a good day, the 199-inch-long five-seater will accelerate from 0 to 60 mph in 5.1 seconds and top 170 mph. But despite a cosseting interior, the first six or seven stop-and-go miles in the city of the Medici are a huge disappointment. The choppy ride around town borders on unacceptable, the Brembo brakes are heavy and lifeless, and, in automatic mode, the Duo-Select transmission is about as well mannered as a Fiorentino soccer hooligan after a lost home game. It makes you wonder if the new supersedan from Modena will be able to chase down its illustrious competition. To find out, there’s an Audi A8L 4.2 driven by photographer Richard Newton about three car lengths ahead of us. Interestingly, the Volkswagen Group has just inked a joint venture with Maserati, a move that has apparently irked the top brass at Audi.

We think we’ll get a respite from the clustering traffic by heading onto the A1, the autostrada between Florence and Rome. As is typical for this busy road, the trucks and buses that seem to make up most of the traffic are going slowly. Less typically, it is beginning to snow. Great! The constant speeding up and slowing down is a good opportunity to gauge the DuoSelect transmission, known as the Cambiocorsa in the Maserati Coupe and Spyder. In drive, the gearbox blips the throttle deliciously during downshifts, as in the Ferrari 575M, and the unit actually will hold a chosen gear all the way up to the redline when you absolutely lead-foot the loud pedal. Upshifts, on the other hand, are depressingly clumsy and slow, and the throttle response is hesitant most of the time. This is hardly a classic, hands-off, smooth, fuss-free automatic transmission, but there is compensation. Hit the manual button, start working the shift paddles that are attached to the steering column, and the Quattroporte becomes an enthusiast’s car. It certainly does not take long to learn the right rhythm for paddle-shifting, and you’ll delight in the instant up- and downshifts. A highly intuitive transmission like this is out of place in a conventional luxury sedan, but you soon realize that the big Maserati is hardly a conventional luxury car. As we are about to find out, this car is hard-core, and hard-core drivers are reluctant to let a computer coordinate such vital parameters as revs, torque, and vehicle speed.

The scenery changes as we take a country road from Arezzo to Siena, through Tuscany at its picture-postcard best. In the homeland of Brunello and Pecorino, the Quattroporte excels, the local hero tackling the challenging gradients with the ease and sure-footedness of a much smaller car. The Maserati owes its compelling composure and corner-greedy handling to its layout more than anything else, because the tail-heavy balance frees up the steering while providing extra drive-wheel traction. Assisted by prudently sized Pirelli P Zero Rossos – 245/45ZR-18s in the front, 285/40ZR-18s in the back – the mighty Modenese carves through bends as swiftly, elegantly, and unerringly as Italy’s famed slalom skier Alberto Tomba.

Even on wet, knobbly blacktop, the Quattroporte holds the road as if it were a mobile suction cup. It follows the chosen line brilliantly and tracks with the precision of a laser gun. And it is gifted with near-perfect steering that’s in the pantheon with the Porsche 911, the BMW M3, and the Mitsubishi Evolution. The power-assisted rack-and-pinion arrangement has absolutely spot-on weight and feel; it is communicative, accurate, and responsive; it knows when to filter and when to enhance; and it constantly scans and verifies the surface. It’s the ultimate man-machine interface. Here in g-force heaven, the double-control-arm suspension – with Skyhook continuously variable damping – copes well with surface changes, in marked contrast to its behavior around town, where the stiff low-speed ride erases the smile on your face faster than the traffic lights can change color. In Sport mode, the suspension setting is stiffer and the damp-ers, along with the gearshifts, act faster, so that the around-town roughness returns. Deactivating stability control instantly converts the Quattroporte into a loose cannon that needs a lot of room when its considerable mass starts swinging.

Building on the huge international success of the Maserati Quattroporte, two new versions of the model will appear on the exhibition stand at Frankfurt in September: the Quattroporte Executive GT and the Quattroporte Sport GT.

Eagerly awaited as the car that would relaunch and consolidate the great Trident tradition, the Quattroporte was unveiled at the Frankfurt Motorshow in 2003. The first orders were taken the same day from clients who were immediately struck by the unmistakable style and advanced technology without ever having driven the flagship model. Since then, the Quattroporte has been a bestseller in its category on the US, European and Asian markets.

Presented as a unique saloon car with two souls: elegant and comfortable but with a sporty performance, an extensive personalisation programme was developed for the Quattroporte. These new versions enhance the car’s dual character in a very exciting manner.

The aggressive look is captured in the carbon fibre interior, 20″ wheel rims with new design, external identification plate, sporty steering wheel and handbrake grip, aluminium pedal covers.

Among the dynamic features, the latest gearbox software for a 35% faster shifting, newly designed exhaust system delivering an even more sporty sound and specific Skyhook software for electronic suspensions and shock absorbers.

The Maserati MC12 is a super car produced by Maserati as a road car (for homologation) from which they developed a FIA GT Championship racing variant. Despite Maserati calling it a grand tourer, the MC12 qualifies as a super car, meeting all criteria. The car entered production in 2004 with 30 to be produced (5 not for sale) and a further 25 produced in 2005. All 50 were pre-sold for €600 000. It’s about $3.720.000 NICE!!!!!!!!!!!!!

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The car has generally received positive reviews but its critics say it is hard to drive, overpriced and too large. Other criticisms include the lack of trunk, rear window, spare tire and radio. Current driver for Vitaphone Racing Team, Andrea Bertolini, was the chief test driver through the development and said the car “reacts well and is very reliable in its reactions”.

The MC12 was developed to signal Maserati’s return to racing after 37 years. GT1 race cars were entered into the FIA GT with great success. Maserati began racing in the FIA GT toward the end of the 2004 season and achieving a victory. The racing MC12’s were also entered into the American Le Mans Series races in 2005 but had size issues and consequently paid weight penalties.
The MC12 is a mid-engine, rear wheel drive, V12 in a two door coupe with a targa top roof however the detached roof cannot be stored in the car .The carbon fibre exterior is available only in the white and blue colour scheme and serves as a tribute to the America Camoradi Scuderia racing team of the early 1960s that drove the Maserati Tipo Birdcages.
Interior

While designed as a homologation vehicle and a modification of a racing car the interior of the car is designed to be luxurious. The interior is a mix of carbon fibre, leather and “Brightex”, a synthetic material which was found to be “too expensive for the fashion industry”.[12] However the interior has been criticised for a lack of a radio or car

Exterior

The body of the car, made entirely of carbon fibre, has undergone extensive wind tunnel testing to achieve maximum down force across all surfaces and the air scoop on top of the cabin sucks air into the engine compartment. The rear wing is 2 metres wide but only 30 millimetres thick and the underside and rear have diffusers to take advantage of ground effect.

The car is noted for its size and consequent obscurity, being very long, wider than a Hummer H2 and combined with the lack of rear window, it makes parkin

g very difficult. The centre-lock wheel nuts (that hold the wheels to the chassis) are colour coded, red nuts on the left of the car, blue on the right.

Part I: Aston Martin V8 Vantage, Ferrari 360 Challenge Stradale, Ford GTX1, Lamborghini Gallardo (Spyder, Superleggera), Mercedes-AMG, McLaren Mercedes SLR, Pagani Zonda F

Part II: Lamborghini Murcielago LP640, VW Golf MKV R32, Toyota Supra, Königsegg CCX, Aston Martin V12-Models, Bugatti Veyron, Ferrari Enzo, Nissan Skyline GTR, Porsche 911 (GT3 & Turbo), Ferrari 430, Ford GT & Mustang

Part III: Audi RS4 (V8, MTM), Porsche Carrera GT (& Gemballa Mirage GT), BMW-M (M5, M3 CSL, Hartge H1, Z4M), Nissan 350Z, some others…

Part IV: BMW E92 M3, Cargraphic 911 GT3 RS, Formula 1, Ferrari FXX / F430 Scuderia, some Porsches, a lot of American Muscle, Tubi Style Murcielago & F40/F50/355/360CS, some Imports

Part V: Toyota Supras, Nissan Skylines, Mazda RX7s, SpeedArt Porsches (911, Boxster, Cayenne), Vipers, Carlsson Mercedes (SLK, SL, E), Golf R32 Turbos, M3s, Heffner Gallardo TT, WAIT FOR THE END!!!

Part VI: Caparo T1, Formula 1, Ferrari FXX, Renault Hillclimb, Maserati Tropheo, more American Muscle, loud BMW M5, Nissan 350Z, HKS Skyline, AMS Evo, tuned Carrera GT, Heffner Ford GT, Lexus LF-A, Loaded M3 CSL, LP640, Aston Martin DBS, Ferrari 599, tuned Porsches

Part VII: Audi R8LM, Audi S1 Rally Car, Nissan Skyline, Kreissig 911GT3, Kreissig Lamborghini Countach, Porsche Carrera GT, Zonda, Viper Racingcar, Lamborghini Murcielago..

Part VIII: Several Ferraris, F1, a lot of Racing Cars, Corvette C6R/C5R, Saleen S7R, V8s, Mazda 787LM, McLaren F1, Edo Maserati MC12, BMW M3 GTR, Ascari A10, Cadillac CTS-V Driftcar, RX7, Evo, 350Z, Supra, Lamborghini Gallardo & Diablo GT..

Only the fastest boosted turbocharged and supercharged cars.

Nice concept!!!!!!!

WOW! very nice car. the sound of starting is awesome! but i don’t record the starting sound.

The limited edition GranSport MC Victory is being launched in Geneva to celebrate the Maserati MC12’s victory in the 2005 FIA GT World Championship.

Based on the GranSport, the MC Victory is primarily an appearance upgrade, with the exterior highlighted by a more aggressive “blue carbon” aero kit, an exclusive “Blu Victory” color scheme, and 19-inch race-look wheels. The interior gets the carbon fiber sport seats from the road-going version of the MC12, blue carbon fiber trim, and re-engineered Cambiocorsa gear shift paddles based on the Trofeo GranSport competition model.

Maserati has reason to celebrate, since the automaker just wrapped up a victorious 2005 FIA GT Manufacturers Cup season. The trident brand’s victory cigar? This beautiful, blue, limited edition GranSport. A total of 180 MC Victory coupes will be made this year, featuring carbon front and rear spoilers, unique carbon-colored wheels, and Italian flags behind the front wheel, just like the winning MC12 race car. While the car doesn’t officially go on sale until May, we’re pretty sure the order list will be filled soon after the car’s Geneva debut.

In 2004, Maserati started production of the Pininfarina-designed Quattroporte, with the same 4.2 L engine as the Coupé, Spyder and the new GranTurismo but improved to 400 hp (SAE) (298 kW). Due to its greater weight than the Coupé and Spyder, the 0-60 mph (0-96 km/h) time for the Quattroporte is 5.2 seconds. The Quattroporte was unveiled to the world at the Frankfurt Motor Show on September 9, 2003 and made its US premiere at the 2003 Pebble Beach Concours d’Élégance. It is a continuation of the long tradition of Quattroporte luxury sedans in the Maserati line-up.

The 47% front-53% rear weight distribution allows the large sedan to have very nimble handling. This weight distribution is achieved by setting the engine further back in the chassis behind the front axle to shift the load back towards the cabin, and the adoption of the Transaxle layout which sees the gearbox rear-mounted in unit with the differential. The transaxle architecture is normally reserved for high performance sports cars and is the first time applied to a luxury sedan. The Quattroporte’s weight distribution maximizes traction and thrust during acceleration so that the car remains exceptionally stable and well balanced at all times.
A full automatic transmission with 6 speeds is presented at the Detroit Motor Show in January 2007 with the first cars delivered right after the launch: “Maserati Quattroporte Automatica”.

We’re caught in the morning rush hour with a flock of aggressive Vespas, Fiat Puntos, and Fiat Ducato vans swarming around us. Even in this mess, the new Maserati Quattroporte is the undisputed center of attention. Maserati enters the luxury-car field against the likes of BMW, Mercedes-Benz, and Lexus with the Quattroporte, a cocoon on wheels that features the usual blend of soft leather and rich wood inside with taut Pininfarina styling. The technical package is stunning, too, with a 4.2-liter, dual-overhead-cam V-8 engine that’s good for 394 horsepower and 333 pound-feet of torque. Mounted far enough back in the engine bay for an equitable 47/53 percent front/rear weight distribution, it’s mated to a six-speed sequential manual gearbox that has an automatic mode.

On a good day, the 199-inch-long five-seater will accelerate from 0 to 60 mph in 5.1 seconds and top 170 mph. But despite a cosseting interior, the first six or seven stop-and-go miles in the city of the Medici are a huge disappointment. The choppy ride around town borders on unacceptable, the Brembo brakes are heavy and lifeless, and, in automatic mode, the Duo-Select transmission is about as well mannered as a Fiorentino soccer hooligan after a lost home game. It makes you wonder if the new supersedan from Modena will be able to chase down its illustrious competition. To find out, there’s an Audi A8L 4.2 driven by photographer Richard Newton about three car lengths ahead of us. Interestingly, the Volkswagen Group has just inked a joint venture with Maserati, a move that has apparently irked the top brass at Audi.

We think we’ll get a respite from the clustering traffic by heading onto the A1, the autostrada between Florence and Rome. As is typical for this busy road, the trucks and buses that seem to make up most of the traffic are going slowly. Less typically, it is beginning to snow. Great! The constant speeding up and slowing down is a good opportunity to gauge the DuoSelect transmission, known as the Cambiocorsa in the Maserati Coupe and Spyder. In drive, the gearbox blips the throttle deliciously during downshifts, as in the Ferrari 575M, and the unit actually will hold a chosen gear all the way up to the redline when you absolutely lead-foot the loud pedal. Upshifts, on the other hand, are depressingly clumsy and slow, and the throttle response is hesitant most of the time. This is hardly a classic, hands-off, smooth, fuss-free automatic transmission, but there is compensation. Hit the manual button, start working the shift paddles that are attached to the steering column, and the Quattroporte becomes an enthusiast’s car. It certainly does not take long to learn the right rhythm for paddle-shifting, and you’ll delight in the instant up- and downshifts. A highly intuitive transmission like this is out of place in a conventional luxury sedan, but you soon realize that the big Maserati is hardly a conventional luxury car. As we are about to find out, this car is hard-core, and hard-core drivers are reluctant to let a computer coordinate such vital parameters as revs, torque, and vehicle speed.

The scenery changes as we take a country road from Arezzo to Siena, through Tuscany at its picture-postcard best. In the homeland of Brunello and Pecorino, the Quattroporte excels, the local hero tackling the challenging gradients with the ease and sure-footedness of a much smaller car. The Maserati owes its compelling composure and corner-greedy handling to its layout more than anything else, because the tail-heavy balance frees up the steering while providing extra drive-wheel traction. Assisted by prudently sized Pirelli P Zero Rossos – 245/45ZR-18s in the front, 285/40ZR-18s in the back – the mighty Modenese carves through bends as swiftly, elegantly, and unerringly as Italy’s famed slalom skier Alberto Tomba.

Even on wet, knobbly blacktop, the Quattroporte holds the road as if it were a mobile suction cup. It follows the chosen line brilliantly and tracks with the precision of a laser gun. And it is gifted with near-perfect steering that’s in the pantheon with the Porsche 911, the BMW M3, and the Mitsubishi Evolution. The power-assisted rack-and-pinion arrangement has absolutely spot-on weight and feel; it is communicative, accurate, and responsive; it knows when to filter and when to enhance; and it constantly scans and verifies the surface. It’s the ultimate man-machine interface. Here in g-force heaven, the double-control-arm suspension – with Skyhook continuously variable damping – copes well with surface changes, in marked contrast to its behavior around town, where the stiff low-speed ride erases the smile on your face faster than the traffic lights can change color. In Sport mode, the suspension setting is stiffer and the damp-ers, along with the gearshifts, act faster, so that the around-town roughness returns. Deactivating stability control instantly converts the Quattroporte into a loose cannon that needs a lot of room when its considerable mass starts swinging.

The Sport GT version of the Quattroporte was introduced at the Frankfurt Motor Show in September 2005. It features a reworked transmission, exhaust, 20 inch wheels, suspension modifications, and special interior and exterior accents including a mesh grille. It is priced at US$118,000.

The Executive GT version of the Quattroporte was introduced at the North American International Auto Show in January 2006. It is based on a special Neiman-Marcus version, with 19 inch ball-polished wheels and an Alcantara suede interior roof lining. Other features include chrome side and front grills and a leather-trimmed steering wheel.

Included standard on the Executive GT version is a Maserati comfort pack with ventilated, heating, massaging front and rear seats, retractable wood rear tables, and curtain shades on the rear windows.

The Quattroporte Executive GT is priced at US$123,000.

All favorite sport cars on the road.

Maserati Quattroporte Sport GT accelerating with a great sound ! ! !

Maserati MC12

3 kings of the world of sports cars: Maserati MC12, Mercedes McLaren SLR and Porsche Carrera GT.

Maserati MC12
Manufacturer:   Maserati
Production:   2004-present
Class:   Super Car/Ultracar
Body style:    2-door coupe
Engine:   V12
Curb weight:   2943 lb (1335 kg)

The Maserati MC12 is a mid-engined supercar derivative of the Ferrari Enzo . It was developed specifically to be homologated for racing in the FIA GT Championship, with a minimum requirement of 25 road versions before the car could be allowed to compete. Maserati built a maximum of 50 units, with 25 more expected in roadster form.

The MC12 is longer than the Enzo, with the wheelbase enlarged to 2800 mm and length to 5143 mm for better track handling and a new bodywork, with extra downforce at the rear. The V12 engine was detuned from the Enzo’s 660 PS (651 hp/485 kW) to 630 PS (624 hp/465 kW) at 7000 rpm, but otherwise keeps the same layout, a DOHC 65 degree V12 with four valves per cylinder. The gearbox is also identical, Ferrari’s six-speed sequential manual gearbox with paddleshifts behind the steering wheel, renamed Cambiocorsa in the Maserati.

The MC12 beat the Ferrari Enzo on the Top Gear test track by 0.1 second. The Top Gear Presenter Jeremy Clarkson, however, found that it was hard to drive and also very difficult to park, due to the lack of a rear window.

Towards the end of 2004, two MC12s appeared in the FIA GT Championship, run by AF Corse. For three of the four rounds they contested, they were not yet fully approved by the FIA, however for the final round at Zhuhai in China, they gave the MC12 an apt homologation party by taking first and second places, and the Maserati’s first championship points.

For 2005, a new version appeared, to comply with rules set down by the FIA. Although the wheelbase stayed the same, the section ahead of the front axle was noticeably shortened. The new look MC12 was campaigned in the FIA GT series by JMB Racing and Vitaphone Racing, and, controversially, as a full factory effort in the American Le Mans Series. Although it was outside the ACO’s rules (therefore forbidding it from racing at Le Mans and supposedly any series which runs the same rules as Le Mans, including the ALMS) IMSA – the US series’ governing body, allowed it to race in the GT1 class as a guest. Although its race position would be upheld, it would not be eligible to score any points. The decision to let it race caused uproar at the beginning of the season – Aston Martin Racing’s David Richards lodged a formal complaint against its participation. Richards’ complaint was thrown out by IMSA, and the MC12 raced the whole season, albeit relatively unsuccessfully against the factory Chevrolet Corvettes.

More success came in the FIA GT Championship of 2005, with four wins including the blue-riband Spa 24 hours. More notably, three of the four MC12 crews were in with a chance of winning the Drivers’ championship entering the final race in Bahrain, however, all were beaten to the title by Gabriele Gardel in an ageing Prodrive-built Ferrari 550 Maranello. Neverless, the MC12 was proven to be a ruthlessly effective racing car.

In 2006, Vitaphone Racing are be the only team to represent the MC12 in the FIA GT Championship this year, however guest appearances from Racing Box and JMB Racing are scheduled. With further refinements to the car, and a strengthened driver line-up of Michael Bartels, Andrea Bertolini, Jamie Davies and Thomas Biagi, there is every chance that Maserati could achieve their aim and take the Drivers’ championship, to go along with the Manufacturers’ crown they took in 2005.

In the 2006 season thus far, the MC12 has demonstrated it is still as quick as any of its competitors, taking three out of the four 2006 FIA GT rounds, including the recent Spa 24 hours, cementing it’s reputation of reliability after last year’s victory at the Spa 24. MC12s have also taken victory in eleven out of twelve Italian GT races so far.

Despite the fact that factory development of the car has officially ended, the MC12 looks set to be competitive in the FIA GT series for many years to come. This is due to the performance balancing system employed by the SRO, organisers of the series. This same system allowed the Prodrive Ferrari 550 Maranello to win the championship in 2005, even though, to all intents and purposes, it was an outdated car compared to the MC12 and the Aston Martin DBR9.

Also in 2006, the Le Mans winning outfit Team Goh was supposed to race a Maserati MC12 in the Super GT series, however driver problems (driver Jan Magnussen was forced to return to Denmark due to sudden illness) and disappointing lap times at the Suzuka Circuit during testing forced the team to withdraw. While the car was faster that its Super GT rivals down the straights, it was losing at least 1 second per lap in the corners due to its rivals having better aerodynamics.

In mid-2006, Maserati took the wraps off the MC12 Corsa, probably the ultimate development of the MC12. It is basically a 2005-06 short-nose MC12 GT1 with the engine air restrictors removed, giving a massive 756bhp, way up on the rumoured 610bhp produced by the restricted GT1 car. It is almost Maserati’s equivalent of the Ferrari FXX, as owners will be selected by Maserati and only allowed to drive the car at exhibitions and test sessions organised by Maserati themselves. The car won’t, of course, be road legal or homologated for any kind of racing, due to the lack of the FIA-regulation air restrictors, lack of a quick-fill fuel cap and due to the fact Maserati wouldn’t let you race a Corsa. It is rumoured that no more than twelve examples will leave Maserati’s Viale Ciro Menotti factory.

Because the MC12 has 5.1 lb./hp to carry as opposed to the Enzo’s 4.6 it’s acceleration times are slightly slower than that of the Enzo’s. In June 2005 Motortrend tested the MC12 and the car reached 60 mph in 3.7 seconds, 100 mph in 8.0 seconds, and the quarter mile in 11.8 seconds @ 123.9 mph, while the Enzo reached those times in 3.4 seconds, 7.0 seconds, and 11.0 seconds @ 133.9 respectively. The MC12 also a lower top speed of 205 mph while the Enzo has achieved 220.6 mph at the Nardo Circuit in Italy.

Maserati burnout in Sndefjord.