This Week’s Top Luxury & Exotic Car For Sale Listings
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2026 Maserati MCPura Cielo First Drive
in Maserati News, Reviews
MC12 & MC20 Successor Is A Mid-Engined Italian Mountain Goat
One of the perks of working inside duPont REGISTRY’s global headquarters is seeing a Maserati MC12 in our office every day. Thanks to a previous role, at a famous British motorsports magazine, I also got to witness many FIA GT Championship races firsthand, where the MC12 GT1 often ruled supreme from 2005-’10. You know a car is truly successful when the organizers attempt to ban it – which is why the second batch of 25 production cars are 150mm shorter than the originals!
In 2020, Maserati revisited the two-seater, mid-engined layout with the MC20, and this time opted to mass produce it, rather than the MC12’s limited run of 50 road cars and 12 racers. But it did bring that ‘62’ number back for the wild, track-only MCXtrema, while the road-legal GT2 Stradale also offers further extra power/less weight thrills.
For the 2026 model year the MC20 is rebranded as the MCPura, with a front-to-back design refresh, including its open-topped ‘Cielo’ (Italian for ‘sky’) variant for $281,000 alongside its $246,000 Coupe. The Cielo’s glass roof retracts in 12s when travelling at under 30 mph, far removed, if you’ll pardon the pun, from the MC12’s detachable hardtop that couldn’t be stowed within the car – so you had to pray that it didn’t suddenly rain on your journey!
The Cielo is 12 kg (26.5 lbs) heavier than the Coupe, due to reinforcements to the carbon fiber monocoque (the tub is a collaboration between Maserati and Dallara) to ensure its structural rigidity, but your payback is that the chassis is ever so slightly stiffer. Maserati bills this car as the “essence of performance and joy”, and the ‘Pura’ stems from a trident, if you will, of “pure speed, pure luxury, and pure Italian passion”. Underpinned by Maserati’s clever little Nettuno 3.0-liter twin-turbo V6, producing 621 horsepower and 730 Nm (538 lb-ft) of torque, it can achieve 0-60 mph in 2.9 seconds.
Design-wise, the big exterior changes come at the front bumper and fascia, with a much more aggressive and angular ‘shark nose’ grille, plus reshaping of the lower fascia at the rear end. The side skirts have also been revised to reflect the design language, which includes a glossy black finish as opposed to the matte of the MC20. Inside, a new steering wheel, with a flattened top, is now covered in Alcantara, material which also runs throughout the seats, dash and door panels, which feels like an elevation from its forebear.
New performance pages have been added to its centrally mounted 10.25-inch touchscreen, which is where you control the roof retraction and opacity – as it features polymer-dispersed liquid crystals (PDLC) that switches from transparent to opaque at the touch of the screen. The change occurs within a second, and it’s genuinely quite freaky when you first see it!
Underneath the car, aerodynamic performance has been improved at the front end. The floor now features a 5% increase in vertical load, and the diffuser at the rear has been refined to maintain the balance. “The MCXtrema served as a design laboratory for this car,” explained chief designer Klaus Busse. “It introduced the Trident-shaped taillight and a more horizontal, assertive front design. We’ve carried this forward into the MCPura, giving it a more confident presence.”
It sure does look purposeful, and I’m told it spent more than 2,000 man-hours in the wind tunnel. The car I’m driving along the Tuscan coast of Italy is an MCPura Cielo in Devil Orange, a color that’s a tribute to the feisty Italian female F1 pioneer of the 1950s, Maria Teresa de Filippis, who was known as “Diazoles’” – the “she devil”. This is one of three signature colors offered, alongside the radiant blue AI Aqua Rainbow, and classic white Bianco Audace. Maserati’s Fuoriserie program opens a virtually limitless palette of color choices for exterior and interior options.
My first impression comes as a passenger; as luck would have it my drive buddy for the day is regular duPont REGISTRY car tester Michael Teo Van Runkle. Charged with espresso, and running second on the road behind Maserati’s lead test driver for the program, Filippo Pensotti, Michael spends his stint hustling behind Filippo’s 2025 Maserati GranTurismo Trofeo coupe along a sinuous mountain road. From my shotgun vantage point, I rest assured that the MCPura is as lithe and responsive as you’d expect from a mid-engined, carbon-tubbed halo car.
After a break for taking photos and videos, and more espresso, we swap places and it’s my turn to open the driver’s side butterfly door and slide behind that flat-topped steering wheel to find out for myself. I luck into an even more steep and twisting route, and with Filippo waving us to go ahead, I can set my own pace.
The MCPura’s 621 hp doesn’t all come at once, but with only 1,500 kg (3,306 lbs) to motivate and a neat patented-for-the-road, F1-style pre-chamber combustion system, the first burst of acceleration is enough to light up the rears – something we also achieve later when testing its launch system (a button on the right of the steering wheel, across from the starter on the left). As the revs rise, the twin-turbos join the party, giving the car a second wind, and on this amazing road I’m barely grabbing third gear before the next downshift is required.
“I believe our powertrain truly differentiates us,” explains Leonardo Rimini, the MCPura’s product planner, when I ask him later about how he feels MCPura stacks up to segment rivals. “We don’t use a hybrid system; we’ve stayed pure to the internal combustion engine. The twin-turbo V6 Nettuno engine is now part of Maserati’s DNA and is really the beating heart of the company. That’s a very compelling value proposition.
“The engine delivers incredible results, and the technology is truly cutting-edge. But if you asked me my favorite aspect of the car, it would be the carbon fiber tub – it contributes so much to the stiffness and torsional rigidity of the chassis. You can really feel that when you drive it.”
Agreed! Once back on the Autostrada, we get another seal of approval from a guy on a high-powered Kawasaki motorcycle, who comes roaring up to us, slows down, and begs us to rev the engine as we go through a tunnel. He gives the Italian hand gesture for “Bellissimo” before charging off at a million miles an hour on his commute. It’s something that’s not lost on its stylist, Herr Busse: “Our customers tell us they love Maserati because it’s not shouting at you – it’s a rolling sculpture. In Europe, supercars can draw negative attention, but our customers get thumbs up, not the wrong finger.”
Back into the hills we go for some more mountainside fun. Flooring the throttle, and redlining through the low gears, before stamping on the left pedal to feel the bite of its carbon-ceramic brakes, and downshifting for the next switchback, and the Nettuno produces some wonderous chirrups and flutter from the turbos. This sounds best in Corsa mode (pro tip: go into Sport mode and then hold for a couple of seconds and it magically engages with a snazzy flash – GT and Wet modes are also available). The gearchange response from the paddles in manual mode is sharp, and the MCPura devours these mountain roads with poise.
The steering is a touch on the light side but feels perfectly connected to the front wheels on turn-in, and the feedback when on throttle exit was sound, which helps as its traction control is not as, let’s say ‘intrusive’, as other 600+ hp cars I’ve experienced recently. But you wouldn’t want a boring supercar, would you? Driving this car in a spirited fashion means you need all your wits about you – which is how it should be.
It’s certainly a car that allows you to find a rhythm to the point of it almost becoming mesmeric, with a ride quality that soaked up the bumps but its firm enough to deliver a pointy front end. Blasting along downhill stretches oddly reminded me of riding your fastest skateboard as a kid, carving down the biggest gradient you could find, where smooth inputs meant you could zig zag at high speed, and carry your momentum right to the bottom, and you’d only feel disappointed when the thrill ride was over!
But with the MCPura, there’s always another mountain to climb, and that’s pretty much how we spent the rest of the day, tackling corner after corner, up and down the dramatic hillsides of Tuscany, only pausing to get some photos of this beautiful car against the stunning vistas. Our drive concludes on a steep downhill stretch, where Michael – fueled by a double espresso over lunch in Sestri Levante – catches and hounds a local hero in mid-sized European Ford, who clearly knows every inch of the road and is taking a racing line around each bend.
Riding shotgun once more, and ignoring the huge drops outside my window, I’m thoroughly entertained as much by how on-the-edge the car in front is, while the MCPura is rapidly gobbling up the same apexes with sublime ease just a few yards behind. It’s fair to say, after a couple of hours of enthusiastic driving, we got through a fair percentage of the fuel tank over 200 miles of hustling around the region…
A total of 130 examples (32% of the 2026 run) is destined for the North American market, with the first set to land in December. On the supercar smattered streets of Miami, I’ve only ever seen a handful of MC20s compared its mid-engined rivals – although I do see many Levante and Grecale SUVs daily, and it’s hardly surprising to learn that nearby Maserati of Fort Lauderdale is its biggest US dealer.
So, if you’re looking for a 200-mph supercar that can turn heads – yet delivers performance similar to a Ferrari 296 GTB, avoids the fuss of hybrids, and comes with refined elegance – then the MCPura should certainly be on your radar.
Review: 2025 Lexus LC 500 Convertible
by Kirk Bell
An Everyday Sports Car
Not every sports car has to chase lap times. Building sporty vehicles with the goal of ultimate performance can lead to harsh rides, restrictive seats, high-strung powertrains, and loud cabins. They can be very rewarding to drive at the limit, but they can also be exhausting as everyday drivers, so much so that you may avoid getting behind the wheel… But you’ll always want to drive the 2025 Lexus LC 500 convertible.
The LC 500 droptop gives up some of that ultimate performance potential for a smooth ride and a relaxed overall character. It also focuses on some of the best parts of the sports car experience to make it one of the most pleasant and rewarding cars to drive on a regular basis.
It’s easy to fall in love with the LC at a single glance. It sits low and wide, with broad hips fronted by large brake cooling scoops. The nose features an attractive, wide-mouth version of the Lexus spindle grille flanked by squinting LED headlights that drop down into front air intakes. It looks good top up or down, and the soft top is available in four complementary colors. The top can be operated at speeds up to 31 mph and takes 16 seconds or less to raise or lower.
My test car is especially attractive with its Iridium paint (a new color this year), blue top, and white and blue semi-aniline leather interior that imparts a decidedly nautical look. Both the interior and exterior colors are available only in the LC’s Bespoke Build Package that costs $5,500 and comes with dark smoked chrome trim and black accents, and offers the choice of red or blue soft-top colors and three wheel designs.
If the styling doesn’t get you, the V8’s purr will. I hop into the LC, buckle myself in, hit the start button, and the direct-injected 5.0-liter V8 fires to life with a low burble. When I dig into the throttle, the engine emits a note that exists somewhere between NASCAR stocker and refined luxo-cruiser. It’s one of the best-sounding engines on the market, and it’s only enhanced by the active exhaust system that opens a computer-controlled valve at higher revs, as well as the satisfying crackles that sneak out between the smooth shifts of the 10-speed automatic transmission.
The V8 is no slouch in terms of power either. It spins up 471 horsepower at 7100 rpm and 398 pound-feet of torque at 4800 rpm. Without the benefit of the low-end torque supplied by today’s turbocharged engines, the power is strong, but it builds rather than arriving with a wallop right off the line. It motivates 4,500 pounds of Japanese luxury droptop from 0-60 mph in 4.6 seconds, which is certainly quick but not in the ballpark of the Porsche 911 or today’s high-output electric cars. It tops out at an electronically limited 168 mph.
While the power is inviting, the LC 500’s dynamics calling card is its ride quality. It’s set on low-profile 21-inch wheels and tires, but the LC’s double-joint multilink front and multilink rear suspension, with adaptive dampers all around, soaks up bumps like a mainstream sedan. Most sports cars lean toward firm suspensions that leave me wanting to use the softest setting of their adaptive dampers. In general, I prefer the firmer damper setting in the LC 500 convertible that never skews toward overly firm.
For commuting, the base suspension tune works well, but I want the Sport setting when driving on twisty roads. The firmer damper setting helps control some of the LC’s body lean, enhancing the car’s natural athleticism. To make up for the loss of the top, Lexus adds underbody bracing, including a rear suspension tower and V-brace, all of which do a good job of limiting body quake over bumps.
After its initial lean, the Sport setting helps the LC’s poise in corners, and it rotates predicably. The 245/35R21 front and 275/30R21 rear Michelin Pilot Sport S 5 summer performance tires provide good grip, and the steering has some welcome heft and quick, controlled reactions. An available limited-slip rear differential will help it accelerate more briskly on corner exit, but my car doesn’t have it.
The brakes are pretty capable, too. They’re sizable, with 15.7-inch front rotors pinched by six-piston calipers and 14.1-inch rear rotors clamped by four-piston calipers, and will stand up to a good amount of abuse on any road. However, they can fade under the duress of track duty.
Mostly, though, the LC 500 likes to remain subdued, and the cabin helps with its relaxing nature. The top has three layers of cloth and a layer of sound deadener, and Lexus outfits the LC with standard active noise cancellation. A wind deflector also blocks noise when the top is down. That all makes conversion possible with the top down, and the cabin becomes downright quiet with the top up.
Lexus calls the LC a four-seater, but only two are realistic, and the “back seats” are barely deep enough to fit a rollaboard suitcase, let alone a person. Front riders are surrounded by standard leather and available softer semi-aniline leather upholstery, and they get eight-way power adjustments and standard heating and ventilation for the spacious and comfortable front buckets. The trunk, however, is tiny with just 3.4 cubic feet of space.
The driver interacts with one of the most attractive, watch-like analog instrument clusters left on the market, as well as a quick-acting 12.3-inch touchscreen. Also standard are wireless Apple CarPlay and Android Auto, a satellite radio trial, and available connected services through a 4G network. Spending an extra $1,220 brings an excellent 915-watt Mark Levinson audio system, and a head-up display is available for $900.
The LC also comes with a good set of safety features that includes Lexus Safety System+ 2.5, which includes automatic emergency braking with pedestrian detection and cross-traffic mitigation, emergency steering assist, adaptive cruise control, lane keep assist, and road sign recognition. Blind-spot monitors, rear cross-traffic alerts, a surround-view camera system, and front and rear parking sensors are also standard.
The 2025 Lexus LC 500 convertible starts at $107,800, including a $1,350 destination fee. That’s $7,500 more than the LC 500 coupe for the joy of top-down driving. The LC 500 convertible is an old-school sports car in the mold of the Mercedes-Benz SL-Class: comfortable, relaxing, and powerful. It’s not a track machine, but track machines can be taxing to drive. Instead, the LC 500 invites you to drive it every day and enjoy every minute of it.
