Maserati MC20 Cielo review

This isn't a harsh track-biased car. But it doesn't filter away all the sensation. The steering has a fairly relaxed gearing, but is accurate and feeds back fairly vivid information about the tyres' state of grip. Because the biggest mass is behind you, it takes little effort to peel the front of the car into and through a tight bend; that agility is the key to a mid-engined car's appeal.

The MC20 adds to that by a confident sense of connection from all four tyres, a stable attitude in quick bends, and a well-signalled and progressive arrival at the limit of what it can do for you. It imparts a gorgeous and valuable sense of well-being.

Talk to me about the V6.

The engine could be highly strung given how much power it makes from so little capacity. Mostly it isn't: it assembles the horses promptly and neatly when you floor it, and seldom snatches when you suddenly back off. There's a bit of lag up to 3,500rpm, but from there to 8,000 it's playtime all the way, romping through each gear. And it’s plenty rapid enough. Yes an Artura or 296 are quicker still, but 0-125mph in 9.2 seconds is very much on the high side of ample.

Drop the roof and the characteristic, slightly edgy growl of a 90-degree V6 makes its way between the headrests. Roof up and it's exhaust bass, but drop the rear window for more volume and a cleaner note. 

The brakes are carbon ceramic as standard. No issue with their bite and strength when you're in the rhythm. But the first jab or two from cold does ask of you an extra stomp, and there’s a little too much dead travel at the top of the pedal.

What’s the ride like?

A slightly cumbersome swipe-and-twist button on the console lets you adjust the dampers' programme independently of the powertrain/ESP mode. But since they're pretty good at adapting to the road, mostly you won't need to. Just twist the knob for the usual 'wet', 'GT' and 'sport' options: the dampers, powertrain and ESP are altered sympathetically.

And the GT setting is key. A real suppleness is working beneath you here, a ride that's fluent enough that you almost don't notice how little you're noticing it. It's not soft of course, but it is mature. The surprising insulation from tyre noise adds to the effect.

There is a downside to this soft centre, though. On a bumpy, crested B-road the soft springs and low ride height conspire to have the underbody regularly scuffing the road surface. Be very tentative around level crossings.

Does it have nose lift?

How convenient you should ask. It does, for £3,250, but it’s only for low speed work. In speed-bump territory, the nose-lift system has pretty quick wits when you hit the switch, handily placed on the steering wheel and levitating the front end 50mm.