Maserati GT2 Stradale 2025 Review

It helps that the 2025 Maserati GT2 Stradale looks a million dollars in the flesh, because when it arrives later this year, or early in 2026 (depending on your delivery slot), it will be priced from $699,000 plus on-road costs.

Track rat it is not, but justifying its premium is the fact the GT2 Stradale’s total production will be capped at just 914 cars globally.

That pricing is a cool $160,000 more than the current Porsche 911 GT3 RS that will be updated in the coming months, while it also commands a six-figure premium over both the McLaren 750S and Ferrari 296 GTB.

Both will soon be updated with faster, more extreme versions – an LT version of the McLaren and a Pista or Speciale take on the Ferrari – that will close the pricing gap.

It’s worth pointing out that Maserati thinks it should be a little easier to secure a build slot for a GT2 for Australia if you act fast, with the number of cars imported here directly related to the number of buyers, which is refreshing to hear after all the antics some brands employ before they ‘allow’ you to buy one of their extreme models.

Straight out the box the 2025 Maserati GT2 Stradale come with a decent level of standard equipment, which is useful because if you dip into the long list of tempting options it’s all too easy to splash another six-figure sum.

As standard, you get the carbon-fibre engine cover, the big wing made from matte carbon and the cool new centre lock forged alloy wheels.

Powerful carbon-ceramic stoppers are also included, as well as the lightweight Sabelt race seats that are wrapped in racy blue Alcantara.

It’s also kind of the Italian sports car-maker to kick in the Alcantara sports steering wheel that features shift-up lights. Finally, there’s a six-speaker sound system and a 10.25-inch infotainment system.

So what’s missing? We think few will be happy with the standard black paint and will want to opt for something more adventurous, and that’s when things get very expensive, very quickly.

The smart Blu Infinito paint for example is $15,450, while the matte white paint is an eye-watering $33,500. Fancy the wild ‘Power Nude Texturized’ light gold? That’ll cost you $63,500.

Matching your brake callipers to the body will cost between $2850 to $4500. A matte carbon roof ($15,500), rear spoiler ($19,900) and front bonnet ($11,000) are all pricey indulgences but there are some must-have goodies lurking on the options list too.

Many will also want the full interior carbon-fibre pack ($21,000), to remind you of the advanced full composite tub that lurks beneath.

Don’t order a GT2 Stradale without the front nose lift ($8500) that rises the snout by 50mm, while others will need the comfort of the six-way adjustable electric sport seats ($6850).

Autonomous Emergency Braking (AEB) is standard but it would be unwise to miss out on the Driver Assistance Pack that adds a 360-degree camera, traffic sign recognition and blind-spot monitor for a costly $9500.

It’s irritating that a wireless charger costs $1500 and a shame an alarm adds another $5450 to the bill.

If you head to the track you’ll also need to choose between two further bundles of options. The Performance Pack ($35,000) adds a set of Michelin Cup 2 R tyres, louvered fenders, the Corsa Evo drive mode, GT2 settings for the electronically controlled limited-slip differential and uprated Racing Carbon Ceramic brakes.

The Performance Pack Plus ($38,000) throws in all the above plus a fire extinguisher and a bar for the standard four-point race harness.

Play it relatively safe with the options and we think most buyers will add at least around $100,000-worth of extras.

When it comes to safety, the GT2 Stradale – like the MC20 on which it’s based – is built around an immensely strong and rigid full carbon-fibre monocoque that should offer high levels of protection. The extreme Maserati also gets driver, passenger and side airbags, while driver assist tech includes standard autonomous emergency braking (AEB) with pedestrian detection.

As standard, the GT2 Stradale is protected by the firm's three-year/unlimited-kilometre warranty in Australia.

Service intervals are spaced every 12 months or 15,000km, although maintenance checks should be carried out after every track session.

It’s unlikely Maserati will introduce capped-price servicing for its most hard-core model to date.

It’s impossible to not fall hard for the way the 2025 Maserati GT2 Stradale looks.

Until now, extreme track-focused supercars follow the strict function-dictating-form approach, but in typical Italian fashion Maserati has managed to make the MC20 both faster and more beautiful.

Better still, and because the GT2 Stradale was developed alongside the real GT2 racer, all the new air-bending parts are functional and, alone, the new revised splitter produces as much downforce as the MC20. Add in the slatted bonnet, reshaped diffuser and big wing, and collectively they all raise downforce from around 145kg in the old car to more than 500kg at speeds of 280km/h, without any increase in drag.

Cooling has also improved. The new wider front air dam and slatted front bonnet employs an S-duct that sucks more air through the radiators, while new separate openings jet cold air to the brakes. The fender louvers, meanwhile, extract yet more hot air from the front stoppers, meaning fade should never be an issue even after repeated hot laps.

Bigger reshaped rear vents suck in 16 per cent more cold air to the intercoolers that help liberate more power, with the twin-turbocharged 3.0-litre V6 now mustering 471kW (up from the MC20’s 463kW), although torque has dropped by 10Nm to 720Nm.

The final part of the puzzle has been shaving a further 60kg off the car’s kerb weight, with the GT2 Stradale now tipping the scales at just 1365kg.

The savings, in case you’re interested, come from the Sabelt seats (down 20kg), forged aluminium centre-lock wheels (down 18kg), new carbon-ceramic brakes (down 17kg), new bonnet (down 1kg), redesigned centre console (down 1.5kg) and through binning almost all the sound deadening (down 4.5kg), among others.

This sees the 0-100km/h time drop by a tenth of second, with the GT2 reaching the benchmark in just 2.8 seconds. Top speed is now 324km/h.

Maximising agility, the suspension gets track-focused geometry while there’s a new calibration for the steering and brake system, with the latter clamping down on thicker and larger front discs.

The software changes include a quicker-shifting eight-speed dual-clutch transmission and a new Corsa Evo driving mode that offers the driver different settings to dial down the stability control, traction control, rear diff, and even the ABS.

Lowering yourself into the Sabelt seat a few inches off the ground via a dramatic butterfly door and the GT2 Stradale feels exotic in a way a 911 just doesn’t.

Stab the engine start button and there’s little aural delight from the twin-turbo Nettuno V6, just a lot more noise from the whining transmission and the graunching well-used carbon brakes.

Accelerate hard out of the pits and the scalpel-sharp reactions are unnerving at first; compared to the MC20, the steering feels too quick off-centre as the nose darts into a corner.

The feeling of lightness never erodes but you become accustomed to the way the GT2 responds to your inputs.

As you would hope, the feeling of stability under braking and sharp changes of direction are enhanced by the extra downforce.

Flattering both a smooth and more aggressive driving style, the GT2 feels like it’s on your side and is easy to drive quickly.

The 2025 Maserati GT2 Stradale remains an effective track tool and is fast, fun and entertaining to push hard – it doesn’t punish you when you reach its high limits of grip.

It’s crying out for a fitting soundtrack, but we levelled similar criticism at the latest Porsche 911 GT3 as all car-makers are (finally) being forced to take drive-by noise emissions seriously.

It’s the 911 GT3 that remained the elephant in the room throughout our drive of the GT2.

If we’re brutally honest, the hard-core 911 GT3 – even without the RS treatment – remains the more engaging track companion, despite its flawed rear engine layout.

It also sounded better, can be specified with a manual transmission for old luddites like me, and is by far a better road car.

We only had a brief drive in the GT2 Stradale on the road and it instantly felt compromised by its stiffer track set-up. This was especially true when it comes to its ride, which never settled even in its softest damper setting.

Then there’s the missing tech.

The latest 911 GT3 RS has a far more impressive armoury of track-focused tech, from its active aero (that can produce up to 800kg of downforce at 280km/h) to the ability to adjust both the chassis and differential, with a further seven settings for the traction control.

Some will no doubt relish the Maserati’s old school feel but for the price you pay we had expected a little more.

Finally, it’s interesting to note Maserati is not offering a half cage or any extra rollover protection other brands offer.

The Maserati GT2 Stradale is the genuine article – it’s a fast, agile, lightweight supercar that feels completely at home on track.

Many will praise its innate purity and the way its engineers have gone about extracting its extra performance, while rejoicing in the way it looks so good while going so hard.

On the other hand, you could argue that others, like Porsche, do a better job at creating the ultimate track day tool, the latest 911 GT3 (even the non-RS version) being a case in point. It dishes up a more thrilling car at a lower price point, but that would probably be missing the point.

People will snap up the drop-dead gorgeous Maserati GT2 Stradale because it isn’t a Porsche, Ferrari, Lamborghini or McLaren, and take comfort in both the way it drives and looks.

2025 Maserati GT2 Stradale at a glance:
Price: $699,000 (plus on-road costs)
Available: Late 2025
Engine: 3.0-litre twin-turbocharged V6
Output: 471kW/720Nm
Transmission: Eight-speed dual-clutch automatic
Fuel: 11.6L/100km (WLTP Combined)
CO2: 265g/km (WLTP Combined)
Safety rating: Not tested

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au