The Enthusiasts' Page

All things 'Maserati'. News of forthcoming models, owner's cars, tips, 'Marque' reunions and the odd touch of humour! In fact anything of interest to the 'Maseratista'.

So if you have any news about Maseratis or have anything owners and enthusiasts should know, send details to

Trident on the hub of a Maserati MC12
You can click on some pictures for a better view!!

From Stephen in the UK


I have a 1978 Khamsin on Campagnolo wheels.

Do you know the correct code/colour for these wheels so I can get them refurbished?

For fun, I attach a pic of the yellow peril, once in 'Oro Longchamps' but now in a light metallic yellow - not as bad in the flesh!

Best regards and keep up the great work.



Stephen's Maserati Khamsin AKA the "Yellow Peril".

Modena Ė 28 August 2007 Ė The new Quattroporte Sport GT S will be unveiled at the Frankfurt Motorshow for its worldwide preview (the Maserati press conference will take place at 11.30 on stand A06, in Hall 6.0). The Quattroporte Sport GT S is the ultimate expression of Maseratiís saloon sportiness.

Images courtesy of Maserati

The new Maserati Quattroporte Sport GT S

Exclusively for those looking for an even stronger sporting edge in a luxury saloon, the Quattroporte Sport GT S, equipped with an automatic 6-speed gearbox, stands out for its exceptional dynamic behaviour and uncompromised handling.

This result was obtained with the introduction of new suspension layout, featuring single rate dampers and a ďracingĒ set up. The Quattroporte Sport GT S sits 10mm lower at the front and 25mm at the rear compared to other versions of the Quattroporte, and also features new, stiffer springs and dampers.

The Quattroporte Sport GT S boasts a unique braking system developed in collaboration with Brembo. This innovative technology uses dual-cast brake discs, and this is the first time such a set up has been employed on a road car.

Images courtesy of Maserati

The new Maserati Quattroporte Sport GT S

Unlike traditional cast iron discs, dual-cast discs are made of two materials, cast iron and aluminium, to ensure optimised braking, improving performance in the most extreme conditions and providing greater resistance to fade even at the highest temperatures. The Quattroporte Sport GT Sís new braking system also benefits from new mono-block, six-piston callipers at the front and tyres developed especially for this car (front 245/35-R20 and rear 295/30-R20). The increased size of the rear tyres allows optimum use of the Maseratiís V8 power, whilst the new tyre compound helps the brakes and set-up to guarantee a superior level of handling and driving emotion.

The Quattroporte Sport GT Sís exterior is distinguished by a more aggressive look. Along with the black-chrome mesh front grille, a characteristic element of sporty Maseratis, the side window trims and the two double exhaust pipes are also in black, whilst door handles are in the same colour as the body of the car.

The Quattroporte Sport GT S is fitted with eye-catching dark-chrome 20-inch, seven spoke alloy wheels.

Images courtesy of Maserati

The new Maserati Quattroporte Sport GT S

Even the choice of material for the interior of the Quattroporte Sport GT S reflects the car's sporty character. Traditional Poltrona Frau leather has been combined with Alcantara, which covers the central zone of the seats, the interior door panels and the steering wheel. Maserati has previously used Alcantara for the interior of the Trofeo cars and the MC12.

The dashboard is finished in new carbon fibre with aluminium treads, whilst front seats are characterised by a new, more cosseting sporty shape.

From Gordon in the UK


Saw a couple of pre-war Maseratis at 'Wings and Wheels' at Duxford on Sunday. Photos attached.

The racer is a 1932 V4 - goodness me it was loud, but nice.

Seems these little beauties were owned by farther and son. Ah well.

I didn't have time to ask much in the way of questions.. I was also participating with my Italian race bike and spent time answering questions of others.




The rare Maserati Tipo 26M Sport

The Maserati Tipo V4 recreation
From Roger in the UK


In reply to Anders' question re Merak engine durability:

Iíve owned my Merak SS all of 3 months now, but Iíve known the car since 1999 as it belonged to a good friend. It has covered 79,000 km and I very much hope will go to 100,000 and beyond. At the level of mileage Iím likely to do thatís about another 9 years. Weíll see which lasts longer - the car or me!

Iím not an engineer or mechanic, but these bits of information Iíve gathered from the experts along the way:

The Merak engine was a development from the SM engine, which was very much a Maserati engine rather than a Citroen engine. It in turn derived from an abandoned V6 racing engine project. Now, racing engines, as we know, are designed for maximum performance rather than longevity, so perhaps there is some inherent weakness in the design? Compare with the Biturbo engine (which contrary to what some say is not a derivative of the Merak engine); this is an extremely strong engine, designed to cope with the stresses imposed by two turbochargers, and after all, De Tomaso was going for the mass market approach when he introduced the Biturbo. Presumably, he didn't want anything with too volatile a characteristic. Indeed it seems that most Biturbos have faded away through rot, neglect, and other mechanical problems rather than basic engine failure.

Anyway back to Meraks.

Perhaps the main weakness in the SM engine is the potential for failure of the sodium filled valves. The valve stems are fairly thin, as well as being hollow, and particularly in a situation where there is internal engine corrosion, they can break with catastrophic results for the engine. It seems that all the SM engines had these hollow valves, so if you have an SM you know what the danger is. The early Meraks all (we think) had hollow valves, but by the time the SS arrived some were built with hollow valves, some with solid. As is often the case with Maserati there seems to be no record of which engines had which valves fitted, so the only way to find out is to open up and have a look, which of course is an expensive option on these cars unless you are able to do the work yourself.

Until recently it was thought that none of the SSs engines had failed due to hollow valve failure; however there have been two cases recently; I donít know the full situation but in one of them I believe it was a very low mileage car where the engine had stood unused for long periods of time and had suffered internal engine corrosion.

For my own car I may well have the valves looked at and replaced if necessary when I next have mechanical work done on the car; in the meantime itís a case of treating the engine with respect and not overstressing it Ė which is what we should all be doing with classic and older cars, although of course its all too tempting to go faster and rev harder in Italian exotica! It is prudent to allow the Merak engine plenty of time to warm up completely; it can take 10 miles or so for the oil temperature to come up to normal; try to keep the revs at 2500 to 3000 during this period, and below 4000 afterwards Ė thatís the regime I follow. Oil must of course be changed at the proper intervals and care taken to top up when needed Ė these engines do consume a moderate amount of oil (or leak it out!). And use the correct oil - the brandís not too important, but it has to be a fully synthetic of the right grade. Iíve seen a semi-synthetic being sold for Meraks Ė does anyone have any views on that?

Interestingly there is a Merak that goes racing; I wonder what the situation is with that engine?

Of course any engine can be made to fail quite easily by ignorance, neglect or mistreatment. Jeremy Clarkson proved that in a deliberate way when he trashed the engine of a poorly maintained Merak on Top Gear; Iím sure he could have done likewise in a Mondeo if he had tried just a little harder!

Hope this helps and hereís to many happy miles or kilometres of trouble free motoring in our Meraks.

Best regards,



Roger's Merak SS at the recent
Graypaul Maserati Club Concours D'Elegance!

His Merak SS was voted the best car in the
"Supercars of the 70ís" category.
From Yannick in France

"Hey Enrico,

As I told you, I went to Bologna and Modena last week for a personal trip.

I went to the Maserati factory and to the Industrial Museum in Bologna where you have a lot of information about the OSCA project.

I also bought a little book which is called "Scuola Officina" from the Museo del Patrimonio Indusriale di Bologna where you can find 8 pages on the OSCA history and 12 pictures (OSCA GT 1600cc, OSCA 1600cc SP 4, OSCA MT 4 1100cc, etc.) in Italian.

I hope you will enjoy the different pictures.




La Casa del Tridente



New Maserati Quattroportes awaiting delivery

"Hi Yannick,

Thank you for the photographs of the Maserati factory and of the OSCA exhibits in the Museo del Patrimonio Indusriale in Bologna.

Unfortunately I am unable to publish the photos from the museum, as the museum only allow photographs to be taken for personal use and not for publication.

I will be popping over to Italy to attend a lecture by Ing. Alfieri Maserati, the son of Ernesto, to mark the 60th anniversary of the founding of OSCA.

I will be asking the museum for permision to publish a few photographs, and am hopeful of a positive response.

All The best,


From Jarle in Norway

"Hello Enrico and you other guys,

Just wanted to tell you the tale about the Norwegian trackday with Reg Palmer (Wet's or the Duck if you'd like) and Tom (The other Duck).

Reg arrived Friday for us to do some last minute changes to the 2.24v before we were supposed to leave for the track at 08:30 in the morning.

The 2.24v had an annoying boost problem, where the boost was fluctuating 0.2 bars... Reg had brought with him the Amal valve from his dearly departed 'Bathtub', and it successfully cured the problem. Included is a picture of the evil culprit.

We had some plans to lower the car as well, but due to some really stuck bolts the time was cut short. So we just had to accept the suspension shortcomings, and rely on the 300++ HP currently in the engine.

Morning after we were sort of waiting on our forth companion.... Apparantly he got lost and ended up one hour from my house in the opposite direction ;). This was the first omen to how this day was going to end..

. We set off at 09:00 (30 minutes late already) in the morning in wonderful sunshine. The two and a half hour drive to the track was wonderful, apart from the occational blue Lambo smoke. But is to be expected from a 32 year old car without valve stem seals

. We arrived at the track, where I was supposed to meet my cousin. He too came some two hours late, since he had taken a two hour involuntary sightseeing of the surrounding area... This was omen number two.

Suddenly Tom "the other Duck", appeared from nowhere just like Dr. Livingstone. He had jumped on to a plane just to watch us throw the 2.24v around the track, so after a quick meal and the driver's meeting, we where preparing for starting the 2.24v up.

Suddenly one of my friends called me over to tell me there was a huge puddle of water under my 2.24v. We quite soon understood that the water pump was toast, and that we wouldn't be able to take to the track unless we had a dwarf in the engine compartment filling the engine up with coolant while we drove around.

I'm sorry to say there where no willing dwarfs at the track this day, we gave up and ate a few dodgy burgers instead ;)

Oh well, there's always next year isn't it!!!

On the positive side, we had a very nice time anyway, and we also had the pleasure of getting a new nickname for Reg. My two year old daughter insisted on him beeing Wet's.

Including some pictures from the adventure.. Next year hopefully some pictures of me and Wet's outrunning everybody on the track.

Best Regards / Med Hilsen,



A working Maserati ...

Jarle's Lamborghini Espada - AKA Smokey the Bandit!

Rear view of 'Smokey'.

Jarle's 2.24v before the 'meltdown' was spotted!

Wet's and Jarle's cousin try a Carlsberg -
"Probably the best coolant additive in the world!"

Wet's pointing at the culprit - a faulty Amal (solenoid) valve!

Wet's enjoying the local facilities!"
From Maciek in Poland

"Hi Enrico!

How are you??

Our Maserati was shortly featured in another Polish automotive magazine, this time in one of biggest with general automotive interest.

Besides, we are a week ago on a nice rally South Poland and we won Concours d'Elegance!

Best regards from hot and wet Poland,



Maciek with his beauty!

Two beauties from Poland!!

"Motor" magazine in Poland ...

... with Maciek's 3500GT featured on the cover!

Article from "Motor" in Poland ...

... "They can resurrect any car"

Maciek's 3500GT at full throttle!!
From Doran Racing in the USA

The Maserati MC12 makes the podium at Road America

Photo: Dan Boyd - American LeMans Series

The Doran Racing Maserati MC12 - #27 GT1

11/08/2007 - Elkhart Lake Ė The Maserati MC12, fielded by Doran Racing, collected a fine third place in the Generac 500. The event forms part of the ALMS championship.

At the end of the four-hour race where the weather played a determining role, the Theys/Lienhard car crossed the line behind the two official Corvettes driven by Gavin/Beretta and Magnussen/OíConnell. The Maserati managed to cope with the demands of the event well and did not experience any mechanical problems.

The Lebanon-based team announced before the race that the aim was to finish and get as much experience as possible along the way. The objective was reached in full and, at the end of the race, Doran Racing confirmed that it would compete in the Petit Le Mans to take place at Road America in October. However, it did not reveal the name of the third driver.

The performance of the MC12 was on a par with the other cars on display. Didier Theysí fastest time (lap 68) in the Modenese GT was 2:02.908, compared to the 2:02.031 of the quicker of the two Corvettes (Magnussen, lap 12). Didier Theys enjoyed an incident-free first half to the race.

The only minor clash came after 21 minutes, as the restarted, when the Belgian collided with Dirk Mueller (in a GT2) but without suffering any damage.

Dark clouds loomed over the Elkhart Lake track during those early laps. When it came, the storm was a violent one and meant that the safety was on the track for over an hour, from lap 37 to 51.

Theys handed over the drive as the two-hour mark ticked by and Lienhard comfortably held third in his class (or between 14th and 19th overall). After an hour and three minutes, the Swiss driver pitted to allow Theys to take the MC12 across the finish line in third; fourteenth overall.

Text courtesy of Maserati SpA.

From Reto in Switzerland

The Maserati Khamsin: 320bhp or 280bhp?


"Hello Enrico!

First of all let me congratulate you to your wonderful and inspiring website!

If have a question regarding the 4.9 litre V8 engine of the Maserati Khamsin which I have not been able to answer myself.

Originally the engine has a power output rating Of 320bhp, but later European models (after 1979) are only rated at 280bhp!

Do you know the differences between the two power specifications (emission control equipment?) and if the 280bhp version can be put back to 320bhp easily?

Thank you very much in advance!



The answer to the Maserati Khamsin question!


"Dear Reto,

In reply to your question regarding the 4.9-litre V8 engine of the Khamsin, which incidentaly is the identical engine to that mounted in the Ghibli SS. Sig Cozza at Maserati has very kindly provided me with this answer.

"Per informarti a riguardo del motore V8-4900 del KHAMSIN che e poi uguale a quello del Ghibli SS.

320 CV. DIN a 5500 Giri come importato sui depliant e sul manuale sono i cavalli ricevati al banco prova senza filtro e scarico senza marmitta.

280 CV. SAB a 5200 Giri come rportate sulla scheda di omolagazione sono la potenza ricevata al banco prova con filtro aria - marmitta e ad un regime inferiore di 300 Giri circa (5200 Giri)."

"320 bhp at 5,500 rpm, as published in the brochures and user's manual, is the horsepower achieved on the test bench without air filters and mufflers in the exhaust system.

280 bhp "SAB" at 5,200 rpm as quoted in the homologation certificate, is the power output achieved on the test bench with the air filter and an exhaust system with mufflers fitted, and at a rev limit of around 300 rpm lower."

Hope this helps,


From Anders in Denmark

Merak and Citroen SM?


"Dear Enrico,

From time to time there is some sporadic information about the CitroŽn SM on your website. This is how I got to your splendid website the first time (being a passionate CitroŽnist for most of a lifetime).

This makes me raise the following question: is the SM to some degree a true Maserati or not? If you compare the CitroŽn-era to the DeTomase-era, the answer could be yes. If you also demand a typical Italian body design and the sporting qualities as criteria, then maybe no.

What is your opinion? Would it be interesting to put the question before your fora?

One technical question: in CitroŽn circles there is a lot of talking about the problems with the timing chain and sodium filled valves that mars the SM engine. And, there are a lot of technical methods to remedy these difficulties. In addition there is a lot of complains about the engine's rather short durability. It is said not to last more than a 100,000km if you are lucky.

In Maserati context this is never mentioned. How can it be? Is the closely related Merak engine so much better manufactured, or is it just that the Maseratisti is more forgiving?

Yours sincerely,



Well, come on you Merak owners, what do you have to say on this subject?

Does your engine only last 100,000Km? Surely not!!

Please send me your comments!


A fine example of the Maserati Merak SS at the Silverstone Historic 2007
From Enrico in the UK

Maserati Classic International 1999


Dear Maseratisti,

Next month, the Maserati Club of Holland will be hosting the Maserati International 2007, note the change of title as back in the early days this event was known as the Maserati Classic International. It is an annual meeting where Maserati owners from all over Europe, and sometimes overseas, can meet up to enjoy three or four days of Maserati motoring complimented by fine hotels with fine food and fine wines.

The Maserati International Meeting is staged annually by each European Maserati Club in turn:

1999 Maserati Classic International, Goodwood - Maserati Club UK
2000 Maserati Classic International, Lund - Svenska Maserati Klubben
2001 Maserati Classic International, Berlin - Deutsche Maserati Club
2002 Maserati Classic International, KitzbŁhel - Maserati Club Austria
2003 Maserati Classic International, Spa - Maserati Classico Belgio
2004 Maserati International, Milan/Modena/Rome - Maserati Club (Italy)
2005 Maserati International, Paris - Club Maserati France
2006 Maserati International, Interlaken - Maserati Club Schweiz
2007 Maserati & Classic International, Ermelo/Zuiderzee/Assen - Maserati Club of Holland
2008 - ???

Back in 1999, the Maserati Club here in the UK, hosted this prestigeous event and it was centred around the Goodwood race circuit in West Sussex and Goodwood Park. Classic motor racing enthusiasts will recognise these locations as the venues for the Goodwood Revival and Festival of Speed.

At that time, I had only recently purchased my Maserati Ghibli MY94 and had joined the Maserati Club UK the previous year. This was my first visit to an event staged by the Club, and I wasn't disappointed. The 'Passione', or should I say Maserati addiction, hadn't hit me yet and although I appreciated the cars, I wasn't yet smitten, and didn't take as many photographs as I should have. For this I apologise, but hope you appreciate those I did take!

The event lasted four days and although many club members didn't attend the event in full, we were however invited to join in the proceedings at Goodwood Park on the Sunday, and were able to admire a magnificent array of classic GTs and race cars in the splendid surroundings of Goodwood House. It was there that I got my first close-up view of these fine Maserati race cars, not only in the paddock but also as they sped up the famous 'Hill'! I didn't realise it then, but my 'addiction' was just beginning to take hold!




Goodwood House

A CM 250F at the entrance to Goodwood House

Participating Maseratis from all over Europe ...

... on display outside Goodwood House

Maseratis not taking part in the meeting ...

... were parked alongside the race cars in the paddock area

A Merak with one hell of an aerial!

This Bora appears to have 'tied the knot'!

Temporary handbrake for an OSAC Mt4

Just in case you didn't know this was a Maserati!

Radiator grille of a Maserati Tipo 4CM

Maserati Tipo 4CM

Driver's cockpit of the Maserati Tipo 4CM

Rear suspension and brake of the Maserati Tipo 4CM

Barchettas at Goodwood Park


Maserati race classics await their turn ...

... to take on the Hill at Goodwood Park

Maserati Tipo 450S

Maserati Tipo 300S

Nineties Barchetta

Maserati Tipo 300S

The 3-litre engine of the Tipo 300S

245 bhp at 6200 rpm

Maserati Tipo A6GCM (covered!)

Maserati Tipo A6GCM (uncovered!)

Driver's cockpit if the Tipo A6GCM

The 2-litre engine of the Tipo A6GCM

Tipo 4CM

Tipo 8CTF

A Maserati Full House - a 450S, 250F and 3 Barchettas!

The Maserati Tipo 8CTF roars up the Hill at Goodwood Park!

You will always recognise a Maserati race car ...

... from nose to tail!

Maserati Tipo 250F

Driver's cockpit of the Maserati Tipo 250F

Front suspension of the Maserati Tipo 250F

A magnificent Maserati Tipo 26M Sport

The Maserati 6CM in the paddock at Goodwood Park

Two classics, side by side, a 6CM and a 4CM



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