Few modern supercars embody the spirit of their marque quite like the Maserati MC12 Stradale. Born from a bloodline forged on the grand prix circuits of the 1930s-50s, the MC12 marked Maserati’s thunderous return to top-tier motorsport.

The Maserati story began in a small Bologna garage in the early 1900s, where the Maserati brothers tuned Grand Prix machines for Diatto before branching out with their own designs. Their engineering brilliance quickly earned them legendary status, dominating race tracks across Europe and beyond. Even after the company’s 1937 sale to the Orsi family, the brothers continued to craft some of the period’s finest racing cars, most notably the 8CTF, which twice conquered the Indianapolis 500. After their departure in 1947, former Ferrari and Alfa Romeo engineer Alberto Massimino took the reins, leading Maserati to further glory with the 250F, the car that delivered Juan Manuel Fangio two of his five world titles.

By the late 1950s, however, tragedy and shifting priorities saw Maserati exit factory racing, choosing instead to focus on luxurious grand tourers. Ownership changes followed, Citroën in the 1960s, DeTomaso in the 1980s, Fiat in the 1990s, gradually diluting the brand’s motorsport heritage. That changed in 1997 when Ferrari took control, investing heavily in Maserati’s revival. With fresh resources and a mandate to rejoin international competition, a new project emerged: the MC12.

Developed under the codename MCC (Maserati Corse Competizione), the MC12 was conceived as a GT1-class FIA contender from the outset. Beneath its striking carbon-fibre skin lay the bones of the Ferrari Enzo, but the MC12 was no rebadge. With its stretched dimensions – longer, wider, and taller than its Ferrari cousin – the MC12’s shape was sculpted for aerodynamics, maximising downforce and minimising drag. It was a homologation special in the purest sense, akin to the Mercedes-Benz CLK GTR or Porsche 911 GT1 of a decade prior.

Unveiled at the 2004 Geneva Motor Show, the MC12 quickly proved its mettle. Campaigning in the FIA GT Championship, it claimed 40 wins from 96 races, six Drivers’ titles, six Teams’ titles, and two Manufacturers’ Championships. Factory-backed efforts like Maserati Corse and AF Corse, alongside privateers like Vitaphone Racing, turned the MC12 into a dominant force. So dominant, in fact, that Le Mans organisers controversially excluded it from competition – officially due to size regulations, though many suspect it was simply too good.

To meet GT1 homologation rules, Maserati built 50 road-going versions – 25 in 2004 and 25 in 2005 – alongside 12 even more extreme MC12 Versione Corse track-only models. This made it far rarer than the Enzo on which it was based. Under the engine cover sat a 6.0-litre V12, derived from the Enzo’s powerplant but tuned by Maserati to produce 630 bhp. Paired with a six-speed paddle-shift gearbox and wrapped in a carbon monocoque chassis, the MC12 delivered ferocious performance: 0–60 mph in 3.8 seconds and a top speed of 205 mph. Yet it was still a road car, barely.

The example featured here was completed in 2005, the final year of MC12 Stradale production. Finished in iconic Bianco Fuji with blue accents, a nod to America’s CAMORADI racing team of the '60s, it is set to feature as part of Broad Arrow Auctions Monterey Jet Center Sale on the 13th August 2025. It estimated value is between $4.8m - $5.5m.

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