While the 1980s and 1990s proved difficult years for Maserati, the new millennium would see a return to form for one of Italy’s most iconic and celebrated brands. Following a tumultuous period during which the firm burned through some 400,000,000 Lire of government assistance, the situation finally reversed when Fiat sold its 50 per cent stake in the company to Ferrari, and in 1997 Maranello took full control of the company. The unveiling of the Italdesign-penned 3200 GT showed the public that the company had turned a corner, and the subsequent launch of the new Quattroporte further underlined the point—but the best was yet to come.

Looking to further strengthen the Maserati brand—and with half an eye on the GT1 class of the FIA GT Championship—it was decided that the company needed a halo car. Using the Enzo as a starting point, noted designer Frank Stephenson penned dramatic new coachwork for the MC12, creating a wholly different driving experience based on the Ferrari’s carbon fibre and Nomex honeycomb monocoque. Longer, wider, and arguably more purposeful than the Enzo, the missile-like MC12 boasted both a lower drag coefficient and greater downforce. And while its acceleration and top speed were reined in to appease Ferrari’s top brass, the supercar proved a revelation, particularly on track. In 2005, Maserati stormed to victory in the FIA GT Manufacturer’s Cup, scoring almost twice as many points as Ferrari. The MC12 further distanced itself from its Maranello rival on the road thanks to a spectacular removeable hardtop that aped that of the F50, allowing both driver and passenger to experience the full aural fury of its Enzo-derived 6.0-litre V-12 engine.

Just 50 MC12s were built by Maserati to homologate the model for racing, with two batches of 25 built in 2004 and 2005, respectively. All 50 road cars were finished by the factory in two-tone Fuji White and blue (with the exception of one all-black car built for Michael Schumacher). Interestingly, the true number of road cars is likely to be much lower as the track-focused Corsa variant used the same production sequence. The true number of Stradale cars is likely to number in the high thirties. The example presented here, chassis number 12081, is among the earliest by chassis number and was completed by the factory in November 2004.

Fascinatingly, rather than being supplied directly to an end user, this MC12 was retained by the factory and is believed to have been used for promotional purposes. The car has been identified online as the press car, and whilst we have been unable to confirm this theory with certainty, factory documents on file note that the car was delivered to its first private owner in April 2006, some 18 months after its completion. Following its time in the care of Maserati, the car’s first private owner was the official Maserati importer in Malaysia. The car was shipped to Kuala Lumpur, where it remained on display as a cornerstone of the owner’s collection for approximately 10 years, during which it accumulated limited mileage. The Maserati returned to Europe with its next owner and was registered in Germany, where it has remained ever since.

More recently, the MC12 was subject to a major service at Formula Auto, the official Ferrari/Maserati dealer in Denmark, in June 2021, at 6,587 kilometres. The €14,610.81 service included replacement of the clutch and cambelt; refreshing of engine oil, gearbox oil, and brake fluid; fitment of new spark plugs, a replacement left tie-rod, air filter, and electronic water pump; and an air conditioning system service. Additionally, a subsequent oil change was undertaken and brand-new tyres were fitted to all four wheels in late 2022. Following that service, the car has remained well-preserved in the care of its current owner, and currently displays less than 6,700 kilometres from new.

Without doubt the most significant Maserati model built thus far into the 21st century—and still a halo car for the company—the MC12 signalled Maserati’s return to form, both on the road and on the race track. Far rarer than its Ferrari cousin, it stands alone among its period rivals in terms of scarcity and collectability. Further to that, the MC12s success in international motorsport, headlined by FIA GT Constructors’ Chapmionships in 2005 and 2007—the first championship wins since Pedro Rodríguez victory at Kyalami in 1967—showed that it was more than just a re-clothed Enzo in a sharp Maserati suit.

With a presence and purpose that eclipses almost all rivals of its era, the Maserati MC12 is both a thrill on the road and a work of art while standing still. With less than 6,700 kilometres showing on its odometer, this little used and well-cared-for example is ready to serve as the centrepoint of a serious collection, while delivering its next owner one of the most visceral driving experiences this side of GT1.