The Most Expensive Maserati Ever Made

Car	Figure	What kind of number that is
MC12 Versione Corse, 2006	€1,000,000	List price, about $1.47m. Track only, not road legal.
MC12 road car, 2004–05	50 built	Made so the racing cars would be allowed to enter.
MC12 racing versions	12 built	The reason the other fifty exist.
Maserati Grecale	$229/day	What our Maserati costs.

The one you can actually have Maserati Grecale The Maserati that exists in numbers. Black, five seats, and the only one anybody in this city rents. Dates and rate →

A Ferrari with a different badge, and Maserati never hid it

Ask what the most expensive Maserati is and the answer is a car that shares its chassis, its engine and its gearbox with a Ferrari. The windscreen is the only part you can see from outside that both cars use.

The MC12 was built in 2004 and 2005 around a slightly modified version of the Enzo's F140 V12 — 5,998cc, 630 PS, 652 Nm at 5,500 rpm — with the Enzo's gearbox renamed Cambiocorsa and the Enzo's chassis underneath. Fifty road cars were made, twenty-five in each year, and twelve racing versions alongside them.

That ratio is the story. The road cars were not the product; they were the paperwork. Twelve competition MC12s needed a road-going parent to be eligible, so fifty were built and sold, and the racing programme is what the whole exercise was for. It is the same logic that produced the Ferrari 250 GTO forty years earlier, and it is why the MC12 sits above every other Maserati by a distance no Quattroporte will ever close.

The number, and why it is a list price rather than a hammer

The highest figure Maserati has ever attached to a car is €1 million — about $1.47 million — for the Versione Corse that arrived in 2006. That car is track-only: not road legal, not registrable, sold to owners who already had somewhere to drive it.

It is a list price, not an auction result, and the distinction matters here more than usual. MC12s change hands rarely and mostly in private, so there is no long public record to average. What can be said with a source attached is what the factory asked, and that is the number above.

The racing programme the road cars paid for

It is worth saying what the twelve went and did, because a homologation story with no result behind it is just an expensive excuse. The MC12 raced in the FIA GT championship from 2004, and it won there repeatedly — enough that its eligibility became a running argument among the people who write the rules, since a car with an Enzo's engine and a body designed around a wind tunnel was not obviously in the spirit of a class meant for modified road cars.

That argument is the compliment. A car that competitors petition to have banned is a car that worked, and it is the difference between the MC12 and every limited-edition Maserati that came after it. The MC12 was built to win something specific and did. A modern special is built to be sold out, which it also is, and the market prices the two differently.

What about the ordinary Maseratis?

They fall away fast, and the marque's history explains why. Maserati has spent most of the last forty years as a maker of handsome, quick, comfortable cars that were rarely the fastest thing in their class and never the rarest. That produces good cars and poor collector values, which is a combination buyers of used Maseratis discover with some regularity.

The exceptions are the pre-war and 1950s Grand Prix cars, which raced — the pattern that runs through this whole series. Where a Maserati has a competition logbook it behaves like a Ferrari. Where it does not, it behaves like a nice Italian saloon.

Where the money actually is, if not in the modern cars

Strip out the MC12 and Maserati's value curve looks nothing like Ferrari's. A Ghibli, a Levante, a late Quattroporte: all of them depreciate hard, and the reason is the same one that governs Corvette at the other end of this series. They were built in numbers, for people who wanted a quick comfortable car, and nothing about them is scarce.

The exception is the pre-war and 1950s competition machinery — the Grand Prix cars and the sports racers of the era when Maserati was a works team rather than a marque inside a larger group. Those behave like the Ferraris and Mercedes at the top of this series, and for the identical reason: an individual chassis with a race record attached is a different asset from a car that merely wears the badge.

So the honest shape of Maserati value is a barbell. Competition cars at one end, ordinary saloons at the other, and remarkably little in between. The MC12 sits at the competition end because it is a competition car that was made to wear number plates, not a road car that was made fast.

The most expensive Maserati in Los Angeles

Ours is a Grecale, black, at $229/day. It is a five-seat SUV with a turbocharged four, and setting it beside an MC12 is not a comparison so much as a demonstration that a badge covers a lot of ground.

What it is genuinely good at is being the least obvious way to arrive somewhere in an Italian car. A Huracán announces itself from a block away; a Grecale reads as a well-chosen SUV until somebody notices the trident. For a week of ordinary driving in Los Angeles with one evening that matters, that is often the better shape.

What it costs, and how it reaches you

The Grecale carries a $500 refundable deposit, back 5–7 business days after the car returns. Multi-day and weekly blocks genuinely bite at this end of the range, so the rate to trust is the one on the car’s own page rather than a figure typed here in September.

Collection from our lot on Robertson Boulevard is free and delivery to the partner hotels in Beverly Hills is complimentary. Airport delivery is priced per direction: $75 standard, where the car waits in the airport parking structure and you take the shuttle out to it, and $150 VIP, where it is at the terminal when you walk out. Anything past the mileage allowance is charged per mile at the rate written into your agreement. The rest is in the terms.