Latest news with #GT2
USA Today
22-04-2025
- Automotive
- USA Today
Check out the newest Titleist GT golf clubs, including Justin Thomas' RBC winning driver
Check out the newest Titleist GT golf clubs, including Justin Thomas' RBC winning driver Titleist GT 1 driver The GT1 represents the biggest technological leap ever in Titleist driver design Shop at PGA TOUR Superstore Justin Thomas won the 2025 RBC Heritage in dramatic fashion on Sunday, holing a 21-foot birdie putt to win the tournament in a playoff. While it was his first win in three years, JT has been playing great golf so far this year, with five top-10 finishes. One of the reasons for Thomas improved play is a swap to the new Titleist GT2 driver. The GT2 is one of four drivers released by Titleist in 2025. The GT1 adds peak forgiveness, the GT2 maximizes stability, the GT3 aids left-right adjustability and the GT4 is for golfers who need a low-spin driver. Per Golfweek equipment guru David Dusek from his original club review earlier this year, For the past several generations of woods, Titleist has kept to the same naming conventions and made it very easy for golfers to get a good sense for what each driver is about. Clubs that end with a 2, like the recently released GT2, are designed to deliver a blend of stability and distance, while 3 clubs, such as the GT3, are made to blend left-and-right adjustability with enhanced ball speed. Clubs that get a 4 designation, such as the GT4, are low-spin offerings. But Titleist didn't stop with drivers, also releases three new accompanying GT hybrids in 2025. Per Dusek, "Players seeking high-launching, forgiving hybrids with lightweight configurations (GT1); golfers who want maximum forgiveness and stability (GT2); and advanced players who value workability and a compact, iron-like design for shaping shots (GT3)." Take a look at all the new Titleist GT drivers and hybrids to see which could be right for your game. Shop Titleist GT golf clubs at PGA TOUR Superstore Titleist GT drivers Titleist GT1 driver The Titleist GT1 is the most forgiving of the new Titleist drivers and retails for $649.99. Titleist GT2/3/4 drivers The other new Titleist drivers provide golfers different solutions including more stability, enhanced ball speed and low-spin offerings. Titleist GT2, GT3, GT4 drivers Shop all new Titleist GT drivers at PGA TOUR Superstore Shop Titleist GT drivers The GT1 features heavier weight in the front, causing the launch angle to decrease and ball speed to increase. The GT2 is slightly smaller and is the most forgiving of the three. Finally, the GT3 is the smallest of the bunch and crafted for the higher-level golfer. For a deeper dive into Titleist GT hybirds, check out David Dusek's full review.
USA Today
22-04-2025
- Automotive
- USA Today
Check out the newest Titleist GT golf clubs including Justin Thomas' RBC winning driver
Check out the newest Titleist GT golf clubs including Justin Thomas' RBC winning driver Justin Thomas won the 2025 RBC Heritage in dramatic fashion on Sunday, holing a 21-foot birdie putt to win the tournament in a playoff. While it was his first win in three years, JT has been playing great golf so far this year, with five top-10 finishes. One of the reasons for Thomas improved play is a swap to the new Titleist GT2 driver. The GT2 is one of four drivers released by Titleist in 2025. The GT1 adds peak forgiveness, the GT2 maximizes stability, the GT3 aids left-right adjustability and the GT4 is for golfers who need a low-spin driver. Per Golfweek equipment guru David Dusek from his original club review earlier this year, For the past several generations of woods, Titleist has kept to the same naming conventions and made it very easy for golfers to get a good sense for what each driver is about. Clubs that end with a 2, like the recently released GT2, are designed to deliver a blend of stability and distance, while 3 clubs, such as the GT3, are made to blend left-and-right adjustability with enhanced ball speed. Clubs that get a 4 designation, such as the GT4, are low-spin offerings. But Titleist didn't stop with drivers, also releases three new accompanying GT hybrids in 2025. Per Dusek, "Players seeking high-launching, forgiving hybrids with lightweight configurations (GT1); golfers who want maximum forgiveness and stability (GT2); and advanced players who value workability and a compact, iron-like design for shaping shots (GT3)." Take a look at all the new Titleist GT drivers and hybrids to see which could be right for your game. Shop Titleist GT golf clubs at PGA TOUR Superstore Titleist GT drivers Titleist GT1 driver The Titleist GT1 is the most forgiving of the new Titleist drivers and retails for $649.99. Titleist GT2/3/4 drivers The other new Titleist drivers provide golfers different solutions including more stability, enhanced ball speed and low-spin offerings. The GT1 features heavier weight in the front, causing the launch angle to decrease and ball speed to increase. The GT2 is slightly smaller and is the most forgiving of the three. Finally, the GT3 is the smallest of the bunch and crafted for the higher-level golfer. For a deeper dive into Titleist GT hybirds, check out David Dusek's full review.
USA Today
01-04-2025
- Automotive
- USA Today
Titleist mini driver: Everything you want to know about the GT280
Titleist mini driver: Everything you want to know about the GT280 Designed with the same technologies found in the GT drivers, the GT280 mini driver is for modern golfers who want an alternative club off the tee that can also perform from the fairway. Show Caption Hide Caption Titleist GT2, GT3, GT4 drivers Each of the Titleist GT drivers is designed to create more ball speed and distance. The new Titleist GT280 mini driver is designed for golfers who want more distance and stability than a 3-wood but slightly less distance than a driver. It features a larger head than Titleist's fairway woods and a titanium chassis and face for increased ball speed. The GT280 also boasts adjustable weights in the sole to fine-tune launch angle and spin rate. Golfers can pre-order the GT280 starting April 1st, with availability in stores beginning April 18th. Gear: Titleist GT280 mini driver Price: $499 with Mitsubishi Tensei 1K shaft and Titleist Universal 360 grip Specs: 280cc head with 13 degrees of loft, titanium body and face, polymer crown, interchangeable weights and adjustable hosel. 13 degrees of loft, 43.75 inches in length Available: April 1 (pre-sale) / April 18 (in-stores) Who it's for: Fast-swinging golfers who want an off-the-tee club that delivers slightly less distance than a driver, but with more stability than a 3-wood. What you need to know: Titleist GT280 mini driver blends the technologies found in the GT driver family with a smaller head, movable weights and slightly-shorter shaft to create a powerful club that thrives off the tee and can be used from the fairway. The deep dive: Starting with the PGA Tour debut of the GT2, GT3 and GT4 drivers last season at The Memorial, Titleist established renewed momentum in the driver category, but quietly, away from the clubs sold in pro shops and golf specialty stores, there was another club that was creating a buzz among Titleist staffers. The TSR 2-wood stood out from other fairway woods in Titleist's lineup because it was significantly larger, and while Titleist had offered strong-lofted 3-woods in the past, it appeared to be the first true mini driver from the brand, and several players added them to their bag at select courses. That club morphed into the mini driver Titleist released today, the GT280, and it is designed to be an alternative club that shines off the tee and that can be used from the fairway as well. As the name implies, the 13-degree GT280 has a volume of 280 cubic-centimeters, which is 40 percent larger than the 13.5-degree GT2 3-wood and 58 percent larger than the 15-degree GT3 3-wood. It will also come standard at 43.5 inches in length, which is 0.5 inches longer than the GT2 and GT3 3-woods. That massive size difference means the GT280 should be significantly more stable on mishits than the strongest-lofted GT2 and GT3 fairway woods, and it's added length means players should swing it faster and generate more ball speed with the GT280 than they would with either a GT2 or GT3 3-wood. Plus, while the GT2 and GT3 fairway woods have stainless steel faces, the GT280 has a titanium chassis and ATI 425 titanium cup face that is shaped like an L and wraps under the leading edge. That should help to improve performance is low-struck shots. Like the GT drivers, the GT280 mini driver has a crown made from a thermoform polymer matrix that is lighter titanium. That helped designers and engineers lower the center of gravity (CG) location and created discretionary weight that could be repurposed and moved to other areas of the head. Some of the mass savings were used to create 11-gram and 3-gram weights that come standard in the sole. With the heavier weight in the back, the GT280 generates slightly more spin and produces a higher launch angle while moving the 11-gram weight to the forward port lowers the launch angle and spin rate. That adjustability, along with the SureFit adjustable hosel mechanism, should allow players and fitters to tweak the GT280 and create a carry distance that gaps shorter than a player's driver and longer than the 3-wood it likely replaces.
Yahoo
27-02-2025
- Automotive
- Yahoo
Maserati GT2 Stradale Hits the Streets With Race-Bred Performance
Read the full story on Modern Car Collector Maserati has officially introduced the GT2 Stradale, a road-legal evolution of its GT2 race car, bringing high-performance motorsport engineering to the streets. After making its global debut at The Quail during Monterey Car Week last August, the GT2 Stradale is now set for European deliveries starting in April. The new model builds upon the track-only Maserati GT2, which has made an impact in the Fanatec GT2 European Series. While refined for road use, the Stradale retains its race-inspired DNA, blending elements from the MC20 supercar with competition-grade aerodynamics and power. To celebrate its arrival, Maserati hosted an exclusive test-drive event in Andalusia, Spain, where select customers and stakeholders experienced the GT2 Stradale's capabilities firsthand. The journey began in Marbella, winding through the scenic Sierra de las Nieves National Park, and concluded at the Ascari circuit—named after Formula 1 champion Alberto Ascari, who once competed with Maserati. Under the hood, the GT2 Stradale features Maserati's twin-turbocharged 3.0-liter Nettuno V6, now tuned to deliver 640 horsepower—10 more than the MC20. The car's lightweight construction enables a blistering 0-62 mph sprint in just 2.8 seconds, with a top speed of 201 mph. A rear-wheel-drive setup, advanced aerodynamics, and race-tuned handling ensure the Stradale remains true to its motorsport roots while offering surprising road-going comfort. Maserati's Fuoriserie personalization program allows GT2 Stradale buyers to select bespoke liveries, reinforcing the car's exclusivity. At the Andalusian launch event, Maserati showcased its motorsport history alongside the GT2 race car, emphasizing the lineage that inspired the Stradale's design. By bringing track-level performance to the road, the Maserati GT2 Stradale signals a bold new chapter for the brand, redefining what a road-going Maserati can achieve. With limited production and deep racing pedigree, this high-performance machine is set to become a sought-after collector's piece for enthusiasts and speed aficionados alike. Follow us on Facebook and Twitter
Yahoo
14-02-2025
- Automotive
- Yahoo
Maserati GT2 Stradale Is Almost Great
This should be it. The definitive formula for creating one of the world's most exciting cars. Take a supercar from Italy, dial up the noise, remove unnecessary luxuries, and swing the use case from kinda everyday to pure driving fun, whether on road or track. Then sprinkle liberally with carbon fiber and motorsport-derived components, and stand back in awe in wonder. From the Lamborghini Miura SV to the Ferrari 812 Competizione via Scuderia, Speciale, Superleggera, STO, SVJ, and even outliers like the Bugatti EB110 Super Sport, this tried-and-tested path is an almost surefire route to an unforgettable driving experience. Maserati has ticked almost every box. The Stradale has greater power, less weight, and more downforce than the MC20. Thanks to a new underbody, front splitter, and three-position adjustable rear wing, as well as other smaller changes, Maserati claims the Stradale can make up to 1100 pounds of downforce at 174 mph. The Nettuno twin-turbo 3.0-liter V-6, with its Formula 1–derived prechamber ignition system, now makes 631 hp at 7500 rpm. The MC20's interior has gained single-piece carbon-fiber seats which, with other lightweight changes, cut mass to a claimed 3003 pounds without fluids. Suspension is still double wishbones at each corner, but with stiffer springs (8 percent at the front, 10 percent at the rear) and revised dampers. Brakes are bigger, the software controlling the eight-speed double-clutch gearbox is new, and the traction- and stability-control systems are claimed to be more sophisticated than in the regular car. In short, the GT2 Stradale, created with lessons learned from the championship-winning GT2 race car, would appear to be a new hero-in-waiting. So why, before driving it, do I feel concerned about what my reaction will be? Well, first, because the GT2 is not cheap. Maserati is planning to make 914 Stradales, with the 1-of-914 interior plaque apparently a reference to the company's founding in 1914, with the U.S.-bound examples set to cost $312,000. That puts it splitter to splitter with the more powerful McLaren 750S and in close proximity to the superb Ferrari 296 GTB, if you want to keep the comparisons Italian. It also represents a chunky $80,000 rise over an MC20 coupe. But there's also the question of how well the MC20 will respond to being turned up. I love Maserati's supercar, but it is a very different experience from a Lamborghini, a Ferrari, or a McLaren. The MC20 has an odd mix of a gravelly, characterful, and sometimes old-fashioned-feeling turbo engine with a supple, laid-back chassis that is gorgeously usable but still delivers bite when you push. It feels left field, yet so well pitched. But it's not crying out to be stripped bare, stiffened up, and turned into a quasi race car for the road. For the full GT2 Stradale experience, buyers will want to pay a further $13,750 for the Performance package, this bringing track-biased Michelin Cup 2R tires in place of the standard Bridgestone Potenza Sports, an electronically controlled differential, and upgraded carbon-ceramic brakes with larger-diameter, thicker discs. In the Corsa drive mode, the Performance pack allows stability control, traction control, ABS, and the e-diff's behavior to be further tweaked through four presets. Maserati has been diligent in stripping out even the modest luxuries of the regular MC20. Climbing into the cabin reveals bare carbon floors, those skeletal ultralight bucket seats, bright yellow pinstriping surrounding the drive controller, and shift lights integrated into the carbon-fiber steering wheel. Door pulls are now fabric, and although some surfaces are trimmed with microfiber, the vibe is pretty much full-on. The V-6 starts with a much bigger boom too. Never the most tuneful engine, the Nettuno now has more menace in its soundtrack. I drove the GT2 Stradale on both road and track in the south of Spain. On road, first impressions were mostly of the refinement of the ride and the smooth, precise, and natural steering feel. Unlike in the regular MC20, each of the Stradale's drive modes brings its own programming for the electric power assistance, but Maserati hasn't been tempted to make huge jumps in terms of weighting to exaggerate the steps between them. Resistance built gently and never lost a lovely clarity. The dual-clutch gearbox is quick and precise too. In GT and Sport modes, the GT2 certainly felt more 'Stradale' than 'Pista.' Maybe, in truth, too much so. Why have the ever-present blare of the V-6 and be staring at the bare interior of a car that feels so much in touch with its Gran Turismo side? Up in the hills of Andalusia, I started to feel some of the benefits. The GT2 stays flatter under cornering loads and has more aggressive body control than the MC20, plus huge amounts of lateral grip thanks to the Cup 2R rubber, stiffer suspension, and improved downforce. The V-6 also hits harder than than the raw horsepower figure might suggest. Maserati claims a 2.8-second 0-to-62-mph time and a top speed of 201 mph. The GT2 doesn't have the manic spaceship feel of the hyperdrive 750S or the instantaneous electrically boosted torque of the 296 GTB, but it is undoubtedly a hugely potent car. The revised gearbox programming is obvious, but I'm not convinced it has improved the car. Clicking from GT to Sport modes—which firms up the dampers and makes the car more stable—also gets the transmission hitting upshifts hard. Selecting the most aggressive Corsa mode turned this into a big, slightly unpleasant jolt. It's a fast way to change gears but is a million miles from the clinical precision of a Porsche fitted with PDK, and it lacks the satisfaction of the measured kick of a McLaren or a Ferrari. Overall, I had a sense that the Stradale is caught between two philosophies. The powertrain doesn't match up with the polish evident in the ride quality and measured steering response, with the thumping gearbox and harsh monotone exhaust note feeling discordant. Some of the characterful turbo percussion so evident in the regular MC20 has also been drowned out by the new exhaust, lost unless you lower the windows. The subtleties and deeper layers that make the standard car feel so special have been blasted away. It is possible that things would come into sharper focus with more miles. But, sadly, I didn't get the chance to find out—my extremely limited time was spent on roads that were too busy and congested to unleash the car fully. I've had worse days, but it was still frustrating to drive such a car in an environment that didn't allow full exploration of its dynamic character. Which is where the chance to drive on the celestial Ascari race resort should have helped. The standard MC20 is not a natural track star, being less circuit oriented than most other supercars of a similar recipe. Yet it is also a huge amount of fun on track, the balance sweet and the way it transitions to oversteer easy to predict. Beyond brakes that easily overheat, it's a highly entertaining experience. So the question for Ascari was whether the GT2 could improve response and increase limits without losing the lovely progression. Sadly, my time on this amazing track was also short. Accompanied by an instructor who ordered which drive mode the car had to be in at all times, I was limited to a pace well short of the car's capabilities. This definitely wasn't the day I discovered the GT2 Stradale's ultimate limits. But there were some revelations. The track had been given markers for braking, apex, and corner exit—but also, interestingly, on some of the straights well before the braking zone to show where the driver had to lift off the throttle. In Formula 1 or endurance racing, this is 'lift and coast,' done to save fuel. Yet at Ascari, it seemed designed to give the GT2's brakes a breather—something that called into question whether the new system has the endurance necessary for long track stints. Certainly the pedal is quite long, as on the MC20, and although I liked the modulation this allows, it didn't bring the reassurance of the firmer setup of a Ferrari or a McLaren. Nor did the Stradale show the lightning responses common to track-tweaked performance machinery. It seems strange to compare a mid-engine supercar to the Porsche GT3, but as the benchmark car that excels on both road and track without feeling compromised, it feels like a valid benchmark. One the Stradale can't match in terms of control, agility, or even the sense of being willing to be hustled. The Maserati is physically larger, but it also feels heavier and less fluid. Overall my impression was of a car that is efficient, composed, and very fast—but lacks the sparkle, feel, and fireworks of the very best. I left Spain with many questions, and I hope that longer exposure at a later date will reveal a greater depth to the GT2's true capabilities. But I also found myself thinking back to my first drive in the regular MC20, in pouring rain in Modena on a bleak winter's day. Despite the weather, it was immediately obvious that I was in a different, special car—a new alternative flavor that didn't simply copy the established players. Depreciation has, sadly, hurt the MC20's reputation, but as a driving experience, the car remains wonderful. The GT2 Stradale impressed me at times but never gave the moment of clarity the more basic car delivered even under unpropitious testing conditions. My fear is that the GT2 will be stuck somewhere between the beguiling character of the MC20 and the elite derivatives mentioned at the start of the piece, not quite hitting the peak. The GT2 Stradale is a very good car. But at this level, only exceptional will do. A car-lover's community for ultimate access & unrivaled NOW Hearst Owned You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
