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Discussion Starter · #1 ·
37 years after its last victory in an international championship, the Trident officially returned to top flight motorsport with the MC12. Since Pedro Rodriguez won at the 1967 South African Grand Prix in his Maserati-powered Cooper T81, there had been only a succession of one-make racers and aborted prototypes, but the MC12 was to change all that.
Conceived for use in the top GT racing classes, it would be pitched against Ferrari 550 and 575's, Chevrolet's C6 Corvette's and Aston Martin DBR9's. A scattering of Saleen S7's and even the odd Lamborghini ensured it was the most competitive GT racing scene for decades.

To be homologated into the FIA GT Championship, 25 MC12 road cars had to be built, all of which were pre-sold. The Ferrari Maserati Group's wealth of technological resources were apparently poured into its design, but in reality, most components were taken directly from the Enzo. The main differences between the two cars lay in the dimensions, brakes and monocoque composition. MC12's were an amazing 441mm longer, 61mm wider and had a wheelbase stretched by 150mm. They used cast iron rather than carbon brakes and had a monocoque manufactured entirely from carbon fibre and nomex (the Enzo using a carbon tub supplemented with aluminium honeycomb).

Advanced composites and alloys enhanced chassis rigidity and kept overall weight down, two aluminium subframes supporting the ancillaries at either end. The pushrod suspension was a fully independent double wishbone affair with anti-dive / anti-squat geometries, progressive rate steel dampers and coaxial coils and springs. Track was identical to the Enzo.
Brembo brakes were cross-drilled and ventilated discs with six-piston calipers at the front and four at the rear, Bosch supplying the 5.3 ABS.

19-inch alloy wheels of 9 and 13-inches front / rear came attached via a single centre-locking nut and were originally shod with Pirelli tyres. Powered by a normally aspirated six-litre 65° V12 from the Enzo, displacement was unchanged at 5998cc thanks to a bore and stroke of 92 x 75.2mm respectively. Equipped with an aluminium crankcase, titanium con rods, a four-valve cylinder head and four overhead camshafts, compression was set at 11.2:1 and Bosch engine management utilised. Weighing in at just 232kg, the dry-sumped V12 also featured a drive-by-wire accelerator and produced 630bhp at 7500rpm.

By contrast, the unit found in Ferrari's Enzo produced 20bhp more thanks to its higher redline, the MC12's having their rev limits reduced for racing reliability. The engine was coupled to a rear-mounted longitudinally-positioned transmission, gear changes having been carried out electronically via paddles mounted behind the steering wheel. One of two shift modes could be selected, Sport mode including traction control whilst Race mode ditched the ASR and allowed faster change times. A 115-litre fuel tank was installed, weight distribution having been 41% front and 59% rear.
Externally, the all carbon fibre bodywork was created from a Giugiaro idea by Maserati's in-house technicians, every one of the 25 Stradale's being completed in a white and blue livery that harked back to those cars run by Briggs Cunningham and Camoradi.
A removable hardtop meant the MC12 could be converted from Berlinetta to Roadster in moments, the cars imposing dimensions meaning the styling was best described as functionally-inspired. At an extraordinary 5143mm, the MC12 was 441mm longer than the Enzo, its massive front and rear overhangs having been the result of intensive windtunnel testing.

A multitude of intakes, vents and aero devices optimised air flow, the one-piece front end being dominated by two tapering apertures and a traditional Maserati grille.
Positioned just behind the hard top was a roof-mounted air scoop, the tail featuring a vast carbon wing and inverted half moon-style exhausts. The whole underside of the car was faired in, two huge diffusers delivering maximum ground effect. Inside, the cabin combined acres of bare carbon with perforated leather trim and high-grip technical fabric, the instruments being organised around a central speedometer placed directly in front of the driver.

At the intersection of the dash and centre console was a characteristic oval clock and blue engine Start button just beneath, the upper part of the leather and carbon-trimmed steering wheel having been slightly flattened. Windows were electric, pedals drilled aluminium and mats rubber. The carbon fibre bucket seats were trimmed in a mixture of leather and hi-tech fabric.
Weighing in at 1335kg, a top speed approaching 210mph was possible, 0-60 requiring just 3.6 seconds and 0-125mph a mere 9.9. Maserati claimed the MC12 was not only more driveable than the Enzo thanks to a broader, flatter torque curve, but also stiffer and more stable at high speeds by virtue of its longer wheelbase and overhangs.
Launched at the Geneva Salon in March 2004 (two months after the first Competizione pictures were released), all 25 Stradale's were pre-sold at a price of €600,000. The 25 customer cars were then lined up for inspection by the FIA scrutineers in late August. Alongside were three Competizione's, one having been the Geneva Salon car whilst the other two would debut at Imola that weekend for AF Corse. Customer deliveries began in December 2004 and continued until March 2005.









 
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Discussion Starter · #3 ·
Sid: LETS GO


Sid: Just like a Enzo, only bigger and i can take the roof off.


Eddy: It does feel like a bit of a con really by Ferrari, just trying tomake more money out of the Enzo only in different clothes.


Vince: Hows this Enzo in drag then?
Sid: How can i put this.........Its like a Enzo, only with wind in the hair sort of thing.
Vince: Shall i put the roof back on?
Sid: No not yet.
 

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McLaren F1 guru
Joined
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308 Posts
Sweet pics, everybody seems to adore this model! Those little guys are so cool, too. I want some of those! They fit perfect. The last pic is hilarious. :cheers
 
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