A high-speed milestone, a sudden U-turn, and a supercar caught in the middle – Maserati’s latest moves are symbolic of the inner turmoil at Stellantis. Craig Toone shares the low-down.
Maserati, true to form, remains as mercurial as ever. In the space of a week, the Italian firm has accelerated hard in one direction – only for the board to slam on the brakes just as hard in another. And at the centre of it all is the MC20.
On one hand, the baby supercar just set a world speed record for an autonomous vehicle, hitting 197.7mph at the Kennedy Space Centre without a driver. On the other, Maserati has quietly cancelled plans to produce an all-electric version – the MC20 Folgore – citing a lack of demand.
Given Maserati proudly stated the intended duality for the supercar from launch, the backtracking is clearly a blow for the ailing manufacturer. Is the MC20’s electrified future gone for good, or is this just a strategic delay? How did we get here?
First, let’s talk about the good news. Cynics might dismiss the record-setting MC20 as a much-needed PR stunt, but dive a little deeper and it's clear this is a genuine leap forward in autonomous driving. Developed in collaboration with Politecnico di Milano, the project required the integration of lidar, radar, high-speed cameras and a predictive AI system, capable not just of reacting to conditions in real time but of simulating and refining human driving behaviour at speeds approaching 200mph.
Speed records for driverless cars are nothing new – Roborace, Audi and even IndyCar have dabbled in autonomous racing – but what sets Maserati apart is the fact the MC20 is not a purpose-built prototype; it’s a series-production car.
The record-breaking run occurred at the Space Florida Launch and Landing Facility, located at the Kennedy Space Center in Florida. Built to handle the Space Shuttle, at 2.8 miles in length, the LLF has one of the longest and widest runways in the world – can you think of a more appropriate location in which to push the boundaries of human endeavour?
“These world speed records are much more than just a showcase of future technology; we are pushing AI-driver software and robotics hardware to the absolute edge," Paul Mitchell, CEO of Indy Autonomous Challenge (or IAC for short), said. "Doing so with a streetcar is helping transition the learnings of autonomous racing to enable safe, secure, sustainable, high-speed autonomous mobility on highways."
Much like the over-engineered BMW VDX prototype, pushing the boundaries will stress test and future-proof autonomous vehicle technology, whilst also bringing other benefits such as AI-led, streamlined R&D processes – potentially saving billions.
The MC20 is powered by a twin-turbocharged 3.0-litre ‘Nettuno’ V6 that makes 621bhp and redlines at 8,000rpm. Maserati claims a top speed of 202mph for the car, meaning the AI got within 4.3mph of Vmax – quite the achievement. Whilst one of the last cars you’d expect to be chauffeur-driven in is a Maserati MC20, the potential for the technology to eventually trickle down into high-speed autonomous driving could certainly spice up the Monday morning commute.
That commute, however, won’t be happening in an MC20 Folgore.
As mentioned, the MC20 was conceived with both electric propulsion and piston power from the very start. Yet the car has been on sale for five years now, and the Folgore still hasn’t emerged from Modena.
The decision is both a signal of the wider malaise within the Stellantis Group – Maserati’s parent company – and the public's appetite for a low-slung EV supercar. Sales of luxury EVs continue to gather momentum – indeed, the GranTurismo Folgore has has been earning critical praise – but the refinement of an electric motor suits the more relaxed nature of a GT car. A supercar thrives on theatre and drama. Drivers and collectors in search of thrills are not ready for silent speed.
Ferrari’s touted EV supercar is yet to see the light of day. McLaren and Lamborghini are doubling down on hybridisation. Even Rimac – the poster child of EV hypercars – is weighing up a future involving internal combustion.
The MC20 Folgore was originally conceived to tap into China’s booming EV market. But with China’s economic slowdown and wavering global demand for electric supercars, Maserati has pulled the plug.
The petrol-powered MC20 will continue to exist and be developed in the meantime, with new models forthcoming to complement the recently launched GT2 Stradale. The problem is, the MC20 carries a handicap from being developed to serve two markets. Despite its carbon construction, the MC20 weighs 150kg more than rivals – give or take – and supercars prioritise agility.
The MC20 Folgore was meant to be the spearhead of an ambitious plan to make Maserati an all-electric manufacturer by 2028. But now those plans look to be in jeopardy – Stellantis has reportedly written off a 10-figure investment in the company in February, casting wider doubts about the sustainability of the famous Trident marque. With global sales falling from 26,000 to 11,000 in the space of a year, something had to give. Adding to the turmoil is upheaval in the Maserati boardroom – Davide Grasso recently made way for Santo Ficili as CEO last October.
One thing is for sure – Ficili must also be prioritising agility in thinking as he attempts to steer Maserati toward a secure future.
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