Modena Edition · Origins
Every model, the versions that mattered, the races that made the name and the people behind them. Scroll through the years, filter what you care about and open any moment for the details and sources.
150 moments · 49 model generations · 128 years
A railwayman’s sons learn their trade at Fiat, Isotta Fraschini and Bianchi, open a garage in Bologna and prepare other people’s racing cars until they are ready to build their own.
1898
The eldest of the brothers, working at a bicycle factory in Affori near Milan, designs a single-cylinder engine to power a bicycle. Marquis Michele Carcano backs it and the machines go on sale.
1910
A lung disease ends the career of the brother who had brought the others into the motor trade, just as he was planning his own business. The family’s lead passes to Alfieri.
1914
Alfieri, Ettore and Ernesto Maserati set up the Società Anonima Officine Alfieri Maserati at number 1A, via de’ Pepoli, as a garage and car repair shop. Building cars of their own is still years away.
1919
With Alfieri and Ettore called up and Ernesto left in charge of the shop as a teenager, the First World War halts the young firm. Afterwards the brothers move across Bologna to larger premises and turn to preparing racing cars.
1922
Hill-climb wins bring Alfieri and Ernesto to the attention of the Turin carmaker, which takes them on for its racing effort. The Diatto years teach the brothers how to build a Grand Prix car.
A tiny workshop takes on Alfa Romeo and Bugatti with its own cars, sets speed records with sixteen cylinders and loses its founder, always short of money.
1926
When Diatto pulls out, Alfieri takes his design back to Bologna. Funded by the gentleman driver Marquis Diego de Sterlich, the brothers spend the winter turning it into the first car under their own name: a supercharged 1.5-litre straight-eight.
Mario, the one brother who chose art over engines, is asked for an emblem. He takes it from the statue of Neptune in Bologna’s central square, and the Tipo 26 becomes the first car to wear it on its bonnet.
Alfieri drives the Tipo 26 in the Targa Florio in Sicily with Guerino Bertocchi as riding mechanic and takes the 1,500 cc class on the car’s debut. Bertocchi would stay close to Maserati for decades as its test driver.
1927
Alfieri overturns his Tipo 26 in the Coppa Messina and is badly hurt, losing a kidney. He survives and returns to run the firm, but the injury will shorten his life.
1929
Baconin Borzacchini averages 246.069 km/h over a flying ten kilometres in the V4, a car with two straight-eights side by side. Motor Valley says the mark stood until 1937.
1930
The V4 beats Luigi Arcangeli to win the Tripoli Grand Prix, the same driver and car that set the speed record months earlier. The win brings Alfieri the title of Cavaliere.
1932
The one brother who had stayed out of the business comes home to Bologna. Bindo takes over as head of the firm, with Ernesto as chief engineer.
An operation on his remaining kidney goes wrong and the founder dies in Bologna. Nuvolari, Enzo Ferrari and Campari are among those at the funeral, as the city turns out to mourn him.
Luigi Fagioli drives the new five-litre V16, known as the V5, in the Reale Premio di Roma. It wins on its debut, a much-needed lift only weeks after Alfieri’s death.
1933
A three-litre straight-eight goes into a narrow chassis built with far smaller engines in mind. The result is very fast and flexes badly, and it needs a demanding customer to sort it out.
The British driver Tim Birkin runs a privately entered three-litre eight-cylinder car, bought with Bernard Rubin, and finishes third. He burns his arm on the exhaust at his pit stop, a minor mishap that does not slow him.
Giuseppe Campari, at Montlhéry with a Maserati he has entered himself, wins convincingly after the favourites drop out early. It is one of the most prestigious races of the year.
Tazio Nuvolari has extra cross-members fitted overnight at the Minerva factory, then starts from the last row of the Belgian Grand Prix and leads by the end of the first lap. His margin at the flag is almost four minutes.
Two drivers closely tied to the brothers’ racing successes are killed on the same day at Monza. Motor Valley describes it as a blow that shook the family’s determination to carry on.
1935
Ernesto designs a supercharged 4.8-litre V8 car with independent suspension all round, which is what the letters RI stand for. Golden Era calls the project far too complex for the firm’s limited means; only four are built.
1936
Shut out of the top tier by the German teams, Maserati sells this supercharged 1.5-litre six-cylinder single-seater to private entrants. It is shown at the Milan show and raced until the war.
A Modena industrialist buys the firm and moves it home. Maserati conquers Indianapolis, survives the war, builds its first road car and watches the brothers leave.
1937
Eleven years after the class win, Maserati finally takes the race outright and goes on to win it every year through 1940. Luigi Villoresi wins the last two.
Short of money, the brothers sell to the Modena industrialist, a self-made man who had built a business in scrap, steel and farm machinery. They stay on for ten years to design and race, free of the accounts.
1938
With Orsi’s money behind him, Ernesto builds a three-litre eight with two superchargers. It runs strongly on its debut at the Tripoli Grand Prix but does not reach the finish, and the war will soon cut its European career short.
1939
Orsi moves the firm to Viale Ciro Menotti in his home town of Modena, closer to his other plants. The address has been home to Maserati ever since.
A new square four-cylinder 1.5-litre engine with four valves per cylinder goes into the voiturette car for the 1939 season. Racing stops soon after, but the design will still be competitive when it resumes.
Wilbur Shaw, who had talked the Chicago industrialist Mike Boyle into sponsoring a Maserati, wins from third on the grid in the car entered as the Boyle Special. It remains the only Italian-built car, engine included, to win the race.
1940
Car building stops and the Modena factory makes components, machine tools and batteries for the war effort. A battery-powered truck and van appear at the 1942 Milan Trade Fair, while a dozen 4CLs wait in a garage near Milan.
The same car and driver win the 500 again, with Shaw leading for most of the race. No driver or car had ever won Indianapolis in consecutive years before.
1941
Shaw is leading on lap 152 when a wire wheel collapses and he hits the wall, injuring his back. A wheel found to be out of balance had been chalked USE LAST, and the mark is believed to have been washed off when firefighters tackled a garage fire.
1946
Luigi Villoresi wins the Nice Grand Prix, one of the first international races since the fighting stopped, in a car that had spent the war out of sight.
1947
When their ten-year contract expires, Bindo, Ernesto and Ettore leave the company that bears their name and return to the Bologna area. There they build small sports and racing cars under the OSCA name for the next fifteen years or so.
The two-litre sports racer, with its engine offset and separate motorcycle-style wings, wins first time out at Modena. For the young Alberto Ascari it is the first victory of his career.
At the Geneva show the racing firm reveals a Pinin Farina berlinetta with a 1.5-litre straight-six derived from the 6CM. The A stands for Alfieri and the 6 for its cylinders; 61 are built by 1950.
1948
Alberto Massimino’s development of the 4CL adds a tubular chassis, the T in its name. Ascari and Villoresi finish first and second on its debut, and the car is known from then on as the San Remo.
1950
The marque’s World Championship record begins at the 1950 British Grand Prix. Its best days in the series are still to come: the works effort will bring nine wins before the decade is out.
Juan Manuel Fangio wins the Pau Grand Prix while the British privateer Reg Parnell, a haulage contractor from Derby, takes the Richmond Trophy at Goodwood. The 4CLT has become the car most privateers want.
1953
The two-litre barchetta shares much with the A6GCM Grand Prix car and becomes the sports racer of the A6 line. Fifty-two are made by 1955.
Five cars run together on the final lap at Monza. Ascari spins at the last corner, Farina takes to the grass to miss him, and Fangio’s A6GCM slips through to win Ferrari’s home race.
Four years at the very top of motor racing end with a world title, the most famous drive in Grand Prix history and a company that can no longer pay for any of it.
1954
The new 2.5-litre Formula One car makes its debut at the Argentine Grand Prix in Buenos Aires, and Juan Manuel Fangio wins in front of his own crowd. A second win follows in Belgium before he leaves for Mercedes-Benz.
1955
The 250F’s straight-six is stretched to three litres and put in a sports racer with a Fantuzzi body. The first season is disappointing, but the 300S comes good in 1956 with a win at the Nürburgring.
1956
Stirling Moss takes his 250F into the lead on the first lap and is never headed. It is one of two championship wins he scores in the car that year, and he later rates it the best front-engined Grand Prix car he ever drove.
1957
At the height of its success Maserati ends its works racing programme, while still building cars for private customers. An unpaid Argentine order for machine tools after Perón’s fall pushes the firm towards administration.
Leaving Ferrari after a bitter year, the four-times champion rejoins Omer Orsi’s team, about to turn 46. Lighter, lower 250Fs fill the top three places in the opening race at Buenos Aires.
Two prototypes reach the Geneva show: one from Allemano, and a white Touring coupé nicknamed Dama Bianca, the one chosen for production. Maserati’s first true series car takes output from a few dozen cars a year to a few hundred.
The huge new 4.5-litre V8 sports racer leads throughout the 12 Hours, with Moss and Harry Schell second in a 300S. Maserati will name a road car after this victory five years later.
Starting light on soft tyres, Fangio pits with a lead, loses far more time than planned and rejoins well behind the Ferraris. He then breaks the lap record again and again, passes Hawthorn and Collins and wins by about three and a half seconds to take his fifth world title.
Maserati arrives at the Venezuelan Grand Prix with the sports car title within reach. Instead, accidents eliminate the 450Ss one after another, the team’s other cars are lost as well, and the championship goes to Ferrari.
The 3500 GT pays the bills. Private teams keep the Birdcage winning while Maserati builds its reputation on coachbuilt GTs, the first Quattroporte and cars named after winds.
1958
The Neapolitan driver enters the Monaco Grand Prix in her own 250F but does not qualify. Weeks later she starts in Belgium and finishes tenth, the only World Championship finish of her career.
Gino Zanetti’s Eldorado ice cream company commissions a 4.2-litre V8 single-seater for the Race of Two Worlds, painted in its colours instead of Italian red. Stirling Moss drives it, and the car is remembered as an early step towards modern sponsorship.
1959
Impressed by the 3500 GT and spotting the idle V8s at the factory, the Shah asks for something far more exclusive. Alfieri fits a five-litre version of the racing engine to the 3500’s chassis, and Touring bodies the car. Only 34 are made.
With the works team gone, Alfieri designs a sports racer for private customers around a frame of some 200 small welded tubes. Stirling Moss wins first time out in the two-litre Tipo 60 at Rouen.
1960
Lucky Casner’s American Camoradi team fields the Tipo 61, and Stirling Moss and Dan Gurney win the great German race, a landmark success for a car better known for speed than reliability.
1961
Alfieri turns the Birdcage mid-engined with the Tipo 63, first with the four-cylinder and then with a V12, on a tight budget and with rapid changes from race to race. Wikipedia quotes a description of these cars as a historian’s nightmare.
After a prototype at the 1960 Geneva show, the 3500 GTI goes into production with Lucas fuel injection, bringing more power and better drivability. It starts a technology Maserati will use across its six-cylinder range.
Masten Gregory and Casner himself bring a Tipo 61 home first in the 1000 km, a year after the Moss and Gurney win. Maserati finishes second in that year’s World Sportscar Championship without a works team.
1962
Built on the short 3500 Spyder chassis and styled by Vignale, this 2+2 is aimed at the American market and takes its name from the 1957 win in Florida. Larger 3.7- and 4.0-litre engines follow.
Three V8 coupés are built, two for Briggs Cunningham’s team and one for Maserati’s French importer, shaped in a wind tunnel for speed. None lasts the 24 Hours.
1963
Frua’s two-seater succeeds the 3500 and takes its name from the cold wind of southern France, the first of many Maseratis named this way. It is also the last with the twin-spark straight-six descended from the 250F.
Frua’s four-door, shown at Turin, is Maserati’s first saloon and is built for Europe’s new motorways. It has a 4.1-litre V8 descended from the racing engines and gives Maserati a claim to the fastest four-door in the world.
1965
A 5000 GT first delivered to the president of Mexico is wrecked and returned to the factory, then rebodied by Vignale for the Turin show. The reaction is so good that Maserati puts it into production, and the name recalls that car’s first owners.
The Camoradi founder, at the wheel of the much-altered Tipo 151 at the official test weekend, loses control after the Mulsanne kink and crashes into trees. The car’s spare V8 will power one last project.
Built in under 30 days for Maserati France from a scrapped chassis and the 151’s spare V8, the only Tipo 65 goes out with Jo Siffert and Jochen Neerpasch after just three laps at Le Mans.
1966
On the Ghia stand, a low, long two-seater coupé draws such a response that Maserati puts it into production the next year. Named after a Libyan desert wind and powered by a dry-sump 4.7-litre V8, it is the first Maserati drawn by Giorgetto Giugiaro.
Under the new three-litre rules, Cooper uses an enlarged Maserati V12 whose design goes back to the 250F era. John Surtees takes pole position and wins the Mexican Grand Prix in the T81, his first victory since leaving Ferrari.
1967
Pedro Rodríguez takes the South African Grand Prix in the same T81 that Surtees drove to victory in Mexico. It is the second and last Grand Prix win for the T81.
French money brings mid-engined cars, a V6 for the SM and Citroën hydraulics, until the oil crisis takes it all away. By 1975 Maserati is in liquidation, then in the hands of Alejandro de Tomaso.
1968
Short of money, the Orsi family lets Citroën take a majority stake. What began as a joint venture to build an engine for a new flagship coupé becomes a takeover, with Adolfo Orsi left as a nominal president.
1969
Vignale’s four-seat fastback goes on sale after a Geneva launch, named after the 1939 and 1940 Indianapolis 500 wins. It is the first new Maserati of the Citroën years and uses the familiar V8, soon offered in larger sizes.
1970
Alfieri develops a 2.7-litre 90-degree V6 for Citroën’s front-wheel-drive grand tourer, starting from a V8 that he cut down by two cylinders. In return, Maserati gains access to Citroën’s hydraulics for its own cars.
1971
Giugiaro’s show car, on Bora mechanicals, first appears at Turin as a non-running model, then as a working car the following spring. Its windscreen is raked at just 13 degrees, in a straight-lined wedge as extreme as the style ever got.
Soon after the takeover, Citroën’s administrator Guy Malleret agrees to a mid-engined two-seater, and Giugiaro’s Italdesign draws the body, with a brushed-steel roof. It is also the first Maserati with independent suspension all round, ending its image as fast but behind the times.
1972
Named after a star rather than a wind, the cheaper Merak uses the V6 from the Citroën SM, enlarged to three litres. The compact engine frees up room for two small rear seats and helps it survive the fuel crisis better than its bigger stablemates.
Marcello Gandini’s design on the Bertone stand is Bertone’s first work for Maserati and replaces the Ghibli. Under the sharp lines and a see-through tail panel it combines a front-mounted V8 with Citroën hydraulic steering and brakes.
1973
Demand for thirsty grand tourers collapses, and austerity measures shrink the Italian market by 60 to 70 per cent. Over half of Maserati’s sales are in Italy, against about 20 per cent for Ferrari, so no Italian rival is more exposed.
1974
Maserati’s owner goes bankrupt and begins its absorption into what becomes PSA Peugeot Citroën. Maserati’s home sales fall from 360 cars in 1973 to 150, and its losses exceed its share capital.
Citroën steers Maserati towards a four-door sharing most of its mechanical parts with the SM, with front-wheel drive and a Bertone body. Financial trouble stops it from completing type approval, and only about a dozen are finished.
Italdesign shows a two-volume luxury saloon on Maserati’s five-litre V8 chassis, named as a tribute to the Florentine family. It leads to the Medici II of 1976, whose ideas reach the next production Quattroporte.
1975
A press release announces the decision without warning, putting about 800 jobs at risk. The workers picket the factory, production continues, and the unions, the mayor of Modena and the Italian government all intervene.
An agreement signed in Rome passes Maserati from Citroën to the state holding company GEPI, with Argentine-born former racing driver Alejandro de Tomaso as president and chief executive. He dismisses Giulio Alfieri, a Maserati engineer for more than 20 years, on the day he takes over.
The designer of the V8RI and the 8CTF dies aged 77. He was the first of the three OSCA brothers to go, though he was the youngest; Bindo follows in 1980 and Ettore in 1990.
Saved from liquidation in 1975 with state money, Maserati is run by Alejandro de Tomaso, who rebodies his own cars and then stakes everything on an affordable twin-turbo coupé.
1976
The first new car of the De Tomaso years starts life as his own Longchamp, restyled by Frua and fitted with Maserati's quad-cam V8 in place of a Ford unit.
De Tomaso shows a pre-production third-generation Quattroporte at the Turin show, styled by Giugiaro and built on the bones of the De Tomaso Deauville.
1978
A comic rock-star song from the film FM gives Maserati a famous line at a time when it is selling very few cars.
1979
After a three-year wait the big saloon reaches customers, a rebodied De Tomaso with Maserati's own V8 under the bonnet.
1981
De Tomaso bets the company on a compact coupé with a twin-turbo 2.0-litre V6, priced near upmarket German cars and far below any other Maserati.
1982
Bertone's wedge-shaped V8 grand tourer, the last Maserati engineered under Alfieri, fades away after a long and quiet run.
1983
A four-door saloon joins the coupé at the end of 1983. Its name is simple arithmetic: four doors and a 2.5-litre engine.
1984
Chrysler takes five per cent of the company and signs a deal with old friend De Tomaso for a luxury convertible aimed at the American market.
An open Biturbo arrives on a shortened wheelbase, built by Zagato with a fabric top that folds out of sight.
Maserati presents a larger coupé on the saloon's chassis, partly because Americans found the Biturbo small. It debuts the biggest version of the V6.
1986
Weber-Marelli injection starts to replace carburettors, which had brought serious overheating troubles, and brings a batch of new variants such as the Si.
1987
The 2.8-litre V6 from the 228 goes into the four-door. The Biturbo name also starts to disappear from the range here.
1988
A facelift retires the old name. The coupé becomes the 222 and the small saloon the 422, though the two turbochargers stay.
Zagato gives the short-wheelbase Spyder a fixed roof and the strongest 2.8-litre engine, making a sharp two-seater sold in small numbers.
1989
After years of arguments the Milan-built convertible goes on sale in America looking far too close to the much cheaper Chrysler LeBaron, and it flops.
De Tomaso shows the muscular twin-turbo V8 coupé in Modena. It is the last new Maserati developed wholly under him, and its Gandini styling shapes the cars to come.
Debt brings Fiat in, first as a partner and from 1993 as sole owner. The range shrinks, a supercar is shelved, and the Biturbo's bones carry the last Gandini cars.
1990
Debt-laden Maserati sells just under half of itself to Fiat, separating it from Innocenti. De Tomaso keeps the majority for now.
Maserati unveils a Gandini-styled, mid-engined twin-turbo V8 prototype with 430 bhp. Its new part-owner soon cancels it.
1991
Despite the name it probably never raced. This hot 2.0-litre coupé trials features for the coming Ghibli, in a run of just 230.
1992
The dead Chubasco's chassis becomes the Barchetta, a mid-engined V6 racer styled by Carlo Gaino of Synthesis Design for its own Grantrofeo series.
Shown at the Turin show, the second Ghibli is a tamer Shamal: a four-seat twin-turbo V6 coupé on Biturbo bones with new Gandini panels.
1993
Seventeen years after the rescue, De Tomaso hands over his 51 per cent. Fiat becomes sole owner of a marque with a thin range and old factories.
1994
The first new model under full Fiat ownership is a Gandini saloon on stretched Biturbo underpinnings, far lighter and shorter than the car it replaces.
1996
A development of the Shamal's twin-turbo engine arrives in the saloon, adding a stronger 3.2-litre choice above the V6s.
The old rival buys in, rebuilds the Modena factory and supplies new V8s. Maserati returns to America and, with the MC12, to international racing.
1997
Fiat sells 50 per cent of Maserati to Ferrari, which it also controls. The old rivals from the Modena area end up under one management.
1998
Shown at Geneva, the updated saloon renews about half its main parts, the first visible result of Ferrari's work on build quality.
Giugiaro's coupé with boomerang tail lamps debuts in Paris with a Shamal-derived twin-turbo V8. It is the first major new Maserati of the Ferrari years.
1999
Two years after buying half, Ferrari owns the marque outright and spends heavily on modernising the Modena factory.
2001
At Frankfurt, the first new Maserati designed for US sale drops the turbos: a 4.2-litre V8 built in Maranello with a rear-mounted transaxle.
2002
The Coupé debuts at the Detroit show and goes on sale alongside the Spyder, ending an absence that began with the last Biturbos.
2003
The Argentine former racing driver who ran Maserati from 1975 to 1993 dies at 74, a decade after selling his last share to Fiat.
Ken Okuyama's long, elegant saloon debuts at Frankfurt with a 400 hp Ferrari-derived V8. It takes Maserati deep into the full-size luxury class.
2004
The ACO refuses the MC12 because it exceeds its size limits, shutting Maserati out of Le Mans and the series that race under those rules.
Maserati's road racer for FIA GT appears at Geneva. It uses the Enzo's carbon tub and V12, wrapped in a far longer body that makes more downforce.
Decades after its last international campaign, Maserati returns to the FIA GT Championship with AF Corse, running on special terms before homologation is settled.
Separated from Ferrari and paired with Alfa Romeo, Maserati builds the GranTurismo while the MC12 keeps winning titles until its last season in 2010.
2005
At its first attempt the MC12 finishes first and second at Spa. Michael Bartels, Timo Scheider and Eric van de Poele win for Vitaphone Racing.
After eight years, Fiat takes Maserati back from Ferrari and pairs it with Alfa Romeo. The Ferrari-built V8s remain under the bonnets.
In the car's first full season, Vitaphone Racing wins the FIA GT teams' title, the start of a run that lasts as long as the car races.
For its own 75th birthday Pininfarina shows a canopy-topped concept at Geneva, on racing MC12 running gear, named after the 1960s Birdcage racers.
2006
To mark the Spa win, Maserati offers a track-only MC12 built on the GT1 racer, limited to 12 customer cars at one million euros plus taxes.
2007
Shown at Geneva with a 405 hp 4.2-litre V8, the Pininfarina coupé arrives about 60 years after the marque's first road car, also a Pinin Farina design.
At Villa d'Este, Zagato shows an aluminium-bodied rework of a GranSport Spyder, commissioned by entrepreneur Paolo Boffi and inspired by the 1954 A6G.
2008
Bartels, Bertolini, Stéphane Sarrazin and van de Poele win at Spa for Vitaphone, with the MC12s again taking the top two places.
2009
Maserati unveils the GranCabrio ahead of the Frankfurt show, a four-seat fabric-top convertible long awaited by buyers of the coupé.
2010
In its final season, the MC12 gives Vitaphone Racing the first GT1 World Championship for teams, and Bartels and Bertolini the drivers' crown.
2011
At Frankfurt, Maserati shows a large SUV concept. Now linked to Chrysler through Fiat, it can draw on the Jeep Grand Cherokee's underpinnings.
New saloons and a first SUV multiply sales. With Ferrari gone from the group, Maserati designs its own V6 and returns to supercars.
2013
The third car with the name, shown in Shanghai, is a smaller four-door aimed at the E-Class and 5 Series. It also brings a diesel V6 to the range.
Unveiled at Detroit, the sixth generation is built to take on the Mercedes-Benz S-Class. It offers twin-turbo engines from a former Bertone plant near Turin.
2014
For Maserati's 100th birthday, a Geneva concept named after the founder shortens a GranTurismo chassis and borrows lines from the 1954 A6 GCS.
With a full year of the new saloons, Maserati sells more than twice its 2013 total and nearly six times what it sold in 2012.
2016
Named after a Mediterranean wind, the Levante debuts at Geneva with up to 430 hp. It goes into production at the Mirafiori plant in Turin.
2019
A one-off in a blue, black and white fade closes the run in Modena. Zéda is the local dialect's word for the letter Z.
2020
With Ferrari now outside the group, Maserati reveals a home-grown 3.0-litre twin-turbo V6 with a pre-chamber ignition system and 630 PS.
Revealed in Modena with a carbon tub made with Dallara and the new Nettuno V6, the mid-engined coupé is built on the Viale Ciro Menotti site.
Part of a 14-brand group, Maserati launches new GTs, SUVs and electric Folgore models, wins in Formula E, then sees its sales fall sharply and its plans change.
2021
Fiat Chrysler and PSA complete their merger. Maserati joins 13 other marques, and it is back in the same group as Citroën for the first time since 1975.
2022
The second generation swaps the V8 for the Nettuno V6, with Modena and Trofeo versions, and adds the Folgore, an all-electric version.
Maserati commits to the all-electric series from 2022-23, taking over the name of the Monaco-based Venturi team and using powertrains from its stablemate DS.
Maserati's compact SUV enters production at Cassino, below the Levante in the range, with petrol and mild-hybrid versions and an electric Folgore on the way.
The open MC20 keeps the same V6 and has a folding hard-top with an electrochromic glass panel that switches from clear to opaque.
2023
Amid slumping sales both saloons end production, and with them Maserati's Ferrari-built V8.
A race version with Nettuno power is shown at the Spa 24 Hours and joins the Fanatec GT2 European Series, with air conditioning in the cockpit.
Maximilian Günther pulls clear at the end of the second Jakarta race. It gives the brand its first Formula E win, in its debut season.
Maserati shows a track-only MC20 with big aero, less weight and 720 bhp. Only 62 will be built.
2024
Deliveries drop from 26,600 cars in 2023 to 11,300. Ferrari now outsells Maserati, and Lamborghini comes close to matching it.
A new GranCabrio arrives with a cloth roof, offered first in 542 hp Trofeo form, with an electric Folgore also planned.
Shown at Monterey Car Week, this road-legal MC20 borrows from the GT2 racer, with 640 hp and about 60 kg less than other versions.
Eight years after its launch, Maserati's first SUV stops, cutting deep into the output at Turin's Mirafiori plant and worrying the unions.
2025
Revealed at the Goodwood Festival of Speed, the five-year-old supercar gets a light restyle and a new name meant to signal its pure character.
Five years after promising it, Maserati drops the MC20 Folgore, saying there was too little demand for an electric supercar.
2026
Jean-Philippe Imparato leaves Stellantis after 36 years, and the job passes back to Ficili, who had already run Maserati before him.
Production years of each road-car generation. Tap a bar to see its notable versions.
Pre-war Grand Prix
4C & 6C voiturettes
A6
250F
Sports racers
Six-cylinder GT
V8 GT
Quattroporte
Mid-engined
Kyalami
Biturbo & derivatives
Chrysler TC
Shamal
Barchetta
Ghibli
3200 GT
Coupé & Spyder
MC12
GranTurismo & GranCabrio
Levante
MC20 & MCPura
Grecale
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