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

Hoen button on a Maserati A6G/2000 Frua Spyder
You can click on some pictures for a better view!!
FIA GT Championship - Round 7: Oschersleben

It was another one-two for the Maserati MC12 after the success at Spa. This weekend witnessed the series move on to Oschersleben in Germany. The Modena house is now even closer to the mathematical lead in the Constructors' Cup.

At the end of an exciting race the Fabio Babini/Thomas Biagi crew (Vitaphone Racing Team) secured their first win of the season. They edged out Andrea Bertolini and Karl Wendlinger (JMB Racing), who have now extended their lead in the drivers' championship.

Three Italians were on the podium and so the Vitaphone Racing Team maintains the lead in the team championship ahead of the JMB Racing team

. Behind the two MC12s came the Corvette Hezemans/Longin/Kumpen crew. They came in just in front of the Saleen with Gounon/Lechner in the driving seat. It was a good fifth spot for the Philipp Peter/Arjan van der Zwaan/Marcello Zani JMB Racing MC12. They preceded the team GPC 575, the Labre 550 and the team Reiter Lamborghini Murcielago. Zani was making his debut in the Trident car.

Fabio Babini leads the FIA GT race at Oschersleben

The home team formed of Michael Bartels and Timo Scheider were unlucky after having led for most of the race. They were forced to retire following a problem with the starter, this after they were called to the pits by race officials.

Full reports, along with some stunning photography, on all FIA GT Championship races appear in the Motor Sport section of the Maserati Club UK web site at

From David in Sweden

"Hello Enrico,

My name is David E. and the reason I am writing to you is because I wonder if you could help me with a favour.

I am trying to find out the chassis number of a Maserati A6G Zagato which was delivered to Sweden at the beginning of the 1950’s.

I have seen the chassis number of this particular car in a great thick Maserati book which have all the details of early Maseratis produced. Unfortunately I have lost the note where I wrote the number, and I can’t get hold of the book. So, I am hoping that you might have this book and would be able to help me finding the chassis number.

Thanks in advance and I am looking forward hearing from you.

Best regards,

David E.

PS: your homepage is great!!"

Hi David,

Thank you for your email. I have this book and if you would like a copy, I have a spare copy in excellent condition for sale at GB £150 plus postage (the book plus sleeve weighs around 2.6Kg).

According to the book a A6G54 Zagato Coupe, grey colour with blue seats, was sold to Sweden on the 24th May 1956. It was chassis number 2160 with engine number 2160.



From Ketil in Norway

I have received this email from Ketil regarding my page devoted to the Bonfanti Museum's exhibition 'Maserati la Riscossa'. On this page you will find a series I 3500GT that was once the property of Italian pop singer Miranda Martino.

"Regarding that page, a series I 3500 is claimed as Miranda's covercar.

Here is the 3500 on the cover.

How do we find out which car that series II is?

I collect 3500 chassis numbers and need correct info.

Thanks for your help (and your most useful website).

Ketil (Norway)."

From Eagle Comic in the UK

As a young lad when Friday came around, it was time to collect my 'half a crown' (that's 12½P in today's money) pocket money and I would spend some of it on sweets, and 4½ pence on my weekly copy of Eagle comic to follow the inter-galactic exploits of Dan Dare and the terrestial adventures of police constable P.C.49 (they didn't persecute motorists in those days!).

I recently came into possession of an early Friday 14th May 1954 issue of Eagle comic, and guess what, enthusiasts may be interested to know that it featured a 'Maserati 2000 Sport' on its centre pages.

It was accompanied by the following text:

"Now that the motor racing season is upon us once more, the name of the famous Italian car firm Maserati is certain to be in the news.

The model shown here is to be entered in sports car events throughout the season by its owners Sidney Greene and Norman Osborne, directors of Gilby Engineering Co. Ltd., with whose co-operation this drawing was prepared. The engine is based on the 2 litre engine most used so successfully last year in Grand Prix formula II events. The main difference is that there is a lower compression ratio, coils replace magnetos for ignition, and a dynamo is mounted for lighting."

The drawing had numbers over the various parts and adjoining this drawing was a list describing the components:


  (1) ENGINE: Six cylinder, 1,988 c.c.; gear driven overhead camshafts; dry sump lubrication; 165 b.h.p.
       at 6,750 r.p.m. Bore-stroke ratio: 76.5 x 72 mm. Two sparking plugs per cylinder.

  (2) GEAR BOX: Four speeds and reverse.
  (3) BRAKES: Hydraulic.
  (4) Mechanically operated hand brake; rear only.
  (5) TYRES: 6.00 - 16 in.
  (6) WHEELS: Centre-lock wire wheels.
  (7) SUSPENSION: Independent, coil springs and wishbones (front).
  (8) SUSPENSION: Quarter-elliptic leaf springs (rear).
  (9) FINAL DRIVE: Hypoid bevel
(10) CHASSIS: Two main members of 3 in. dia. steel tube, with engine mounted on two
       longitudinal members. Subsidiary framework of 1 inch and ½ inch tube.
(11) SEATS: Bucket type.
(12) BODY: Panelled in light alloy.
(13) Perspex windscreen.
(14) Fuel tank.
(15) Oil tank.
(16) Header tank.
(17) Steering box, and linkage.
(18) Exhaust pipes.
(19) Dynamo, with water pump on its rear end.
(20) Water radiator.
(21) Oil radiator.
(22) Horn.
(23) Oil cleaner, with a second distributor behind.
(24) Marelli distributor.
(25) Three double-choke Weber carburettors.
(26) Clutch twin-plate.
(27) Brake, throttle and clutch pedals.
(28) Extension and gear lever.
(29) Universal joint and propeller shaft.
(30) Hydraulic damper.
(31) Spare wheel.
(32) Anti-roll bar.

From Gert in Belgium


Here are some photos of an oldtimer meeting, ... normally at this meeting you have Mercedes, Opel, Ford, ... but this year - 'Our beloved marque', MASERATI!

I really enjoyed the GranSport wheels on a 3200GT ...

The Merak (as stated on the rear) was for sale for 50.000 euros, but from what I could see it looked brand new!


PS: Did they make Meraks with the air ventilation grills on the (front) bonnet. I always thought this was only for the Merak SS?

On the card they mentioned 12 cylinders??? Is this possible?"

From Tomrod in Norway


I must say that your website are fabulose. I am the owner of a Maserati 3200 GT with the Modena Power Pack 2; that means 450 HK (bhp). The car is black outside and inside and is perhaps the most beautiful Maserati in Norway, and perhaps the most powerful.

I have two photos of the engine and enclose them here. I have been a car enthusiast since I was 6 years old and now that I am 63, can finally afford to buy a Maserati. I have also been driving the Ferrari 348 GTB and the new Aston Martin DB9 Vanquish (The James Bond Car), but the Maserati I now own kills most of the Ferraris except the F40-50, the Ferrari Enzo and of course the new F430 which has a Maserati engine developed by Ferrari.

To buy a Ferrari or Maserati here in Norway is extremely expensive. My Maserati new in 2000 cost around 1,6 mill. NOK because of extreme taxes. I also send you some pictures of the Ferrari and my dog Taxi which is a real Maserati/Ferrari.

Best Regards,


From Erik E. in Norway

"Hello Signore Enrico!!!

I hope you are great as all other Maserati owners. I thought I had to share your readers with a little report from the summer of 2005, because I am even more satisfied with Maserati as the time goes on. I had a problem with my water temp gauge which were not stable, and was in desperate need for something that could provide me with a correct reading of the heat from the twin turbo charged red little jewel under that ducted bonnet. I was about to take with me my boat to a race and in that occasion wanted to be sure I did not push the engine of the 1991 model 222 4v. (2,8l./24v.).

So this was the result:

Pic. 1: Two small LCD monitors for the water temp and for the oil temp discretely mounted in a plate of plexiglass to the right of the dashbord.

Pic. 2: Sensor fitted to the thermostat housing where the water goes out to the radiator.

Pic. 3: Sensor fitted to the outside of the oil sump pan right under where the oil comes back from the warm turbo on one of the sides. Both bonded on… Not a very professional way to do it, but it works as you may already know ten times better than the original monitoring. To have an oil temp indication is giving far more information of the real heat in the engine.

Pic. 4: Wiring

- The result from this was quite interesting! At start up with cold engine, the water temp goes up to 79-81 degrees Celsius within 10 minutes.

- The oil temp goes up to 50-60 degrees after 20 minutes (remember: the oil has to be warm before it’s safe to push the engine. That’s when the whole engine is warm, not only the coolant).

- Maximum engine temp is 86 degrees what so ever. This is only obtained in heavy traffic in first gear when the air from the cooling fans are the only way the engine can stay cool. At this kind of driving, the oil temp goes slowly up to the same temp as the coolant, Sometimes 2-3 degrees above too.

- After the engine is shut off, the water temperature slowly rises to as much as 99 degrees. This temp is often obtained, but seldom more. This can indicate that the engine actually needs more circulation of the coolant after it is switched off. Needless to say, it is important to drive as slow as possible the last two kilometers of driving. I replaced the heads of the engine last winter because they had both cracks on them and one head leaked water. It seems like the aluminium is not the very best, and this must be taken in consideration when shutting of the engine.

- Temperature is at 83 degrees in 100 kph and is going up to 87 degrees when pushing 120 kph in fourth up steep hills with the boat on the back of it. Then the cooling fans are constantly on even when the air-condition is off.

One other story from this trip to the south of Norway with the boat behind the 222 4v. is this: Since I earlier had lost my driver license (speeding with a carburated Biturbo Spyder), my brother had to drive the car… But this wasn’t the worst. We wanted to get in front of a big semi-lorry, and that resulted in a quickby pass. With that fast, black and powerful towing animal, the speed was suddenly far behind legal speeds when we passed the front of the lorry (from about 70 kph - 120 kph). And what was next? - A lazer gun pointed right at us in the 80-kph zone! We got pulled over and my brother had a 20 minute long chat with the police officer. The finale was that he also lost his licence for about 3 months! Luckily we were allowed to continue the trip so we still made the race even if we were in a hurry already. I finished 2nd and had to take it as a piece of learning without depressing. Why do I drive a Maserati I think for myself?? It only causes me trouble… NO, this is the best car I have owned. 140.000 kilometres and still superbly reliable and a piece of automotive art.

Pic. 5: Here we are together with the uniformed guys in blue!

Stay tuned everybody! And keep the stories and pictures coming. I have fallen in love with this internet site.

Erik E., Norway

A new V8 engine for Maserati?

The GM Northstar twin-overhead camshaft - 32-valve - 4.6-litre V8 engine

With rumours now circulating in the motoring press concerning a new Mini Quattroporte powered by a GM V8 engine, I thought it was worth researching what there is to know about this GM V8 engine.

In the US, motor sport enthusiasts can purchase the General Motors Northstar V8 as a crate engine with the following specifications:

4.6-litre Northstar VVT Crate Engine Assembly

This V-8 Crate Engine "RPO LH2" features the following:
320 bhp @ 6400 rpm and 310 lb-ft @ 4400 rpm torque.
Sequential fuel injection.
Bore: 93.00 mm and Stroke: 84.00 mm.
Compression ratio: 10.5:1.
Aluminium Block and Cylinder Heads with Hydraulic roller design camshafts.
This production engine includes: exhaust manifolds, intake manifold, injectors, fuel rails, balancer, water pump and flywheel.
Does NOT include: pulley, belt, p/s pump, a/c pump, starter, alternator and engine cover.

This engine presently powers the Cadillac XLR and SRX.

Part # 12499468                      Price: $4,325.00

6.0-litre "Gen III" VVT Crate Engine Assembly

This V-8 Crate Engine "RPO LQ9" features the following:
345 bhp @ 5200 rpm and 380 lb-ft torque @ 4000 rpm.
Sequential fuel injection.
Bore: 101.600 mm and Stroke: 92.00 mm.
Compression ratio: 10.0:1.
Cast Iron Block, Aluminum Heads, and Hydraulic roller design camshaft.
This production engine includes: exhaust manifolds, intake manifold, injectors, fuel rails, balancer, water pump and flywheel.
The iron block LQ9 engine weighs approximately 65 pounds more than a typical LS1 and LS6.

This production engine powers the AWD Cadillac Escalade.

Part # 12499467                      Price: $4,325.00

FOOD FOR THOUGHT: Compare these prices with what a used Maserati V6 24-valve engine will cost you never mind a new one, and check out those power and torque figures. Great engines at an affordable price???

Needless to say Maserati will be treating this engine with its own brand of medicine should they decide to adopt it!!! It'll all be very interesting and only time will tell!

The following is an article from, Integrated Communications Services for the Automotive Aftermarket.

Maintaining GM Northstar V8 Engine

By Larry Carley, Technical Editor

The Northstar V8 engine family is General Motor's top-of-the-line luxury power plant. Introduced in 1993 in the Cadillac Allante, Eldorado and Seville STS, the 4.6L 32-valve dual overhead cam all-aluminum V8 engine was a quantum leap forward for U.S. automakers. Initially rated at 295 horsepower, the Northstar V8 has been ranked as one of the "10 Best Engines in North America" by Ward's Auto World. It also beat out both Mercedes-Benz and BMW in horsepower per liter of displacement, fuel economy and required maintenance.

Like most other engines, the Northstar V8 has evolved over the years. In 1994, the first Northstar V8 (L37) was joined by a second version (LD8) with a different cam profile that lowered peak horsepower slightly to 270 hp but increased torque output in the lower rpm range for improved throttle response and quick acceleration.

In 1994, a downsized and somewhat less powerful version of the original Northstar V8 was introduced in the Oldsmobile Aurora. The L47 4.0L V8 was essentially the same engine as the larger 4.6L V8 but with a smaller bore size (87mm vs. 93mm). The L47 4.0L V8 was rated at 250 horsepower.

In 1995, the power rating of the L37 4.6L V8 (VIN 9) was bumped up slightly to 300 hp, and the LD8 4.6L V8 (VIN Y) was upped to 275 hp.

The two basic versions of the 4.6L V8 (275 and 300 hp) are still being used in model year 2003, and there are no plans to replace this engine in the immediate future. So it looks like the Northstar V8 will continue to enjoy a long production run.

GM recently unveiled its Northstar XV12 concept engine that is physically about the same size as the existing V8 but is capable of producing up to 750 horsepower! The engine uses cylinder deactivation technology to keep fuel economy manageable, but there are no productions plans yet for this exotic power plant.

Engine Features

The Northstar V8 has a die-cast aluminum block with a bottom end girdle that splits along the midline of the crankshaft bearings. This takes the place of the main bearing caps. In model year 2000, GM began using a new high pressure "squeeze" casting process for the lower crankcase to reduce porosity in the aluminum, which may allow oil to seep through and leak (this has been a problem on some engines).

The cylinders have cast-in-place iron cylinder liners that are not replaceable. Compression up to model year 2000 was a relatively high 10.3:1. It was lowered to 10:1 in 2000. Each head has two camshafts (one intake, one exhaust) and four valves per cylinder (33mm intakes and 29mm exhausts). Direct-acting hydraulic lash adjusters are positioned over each valve. The overhead cams are all chain-driven, and use an intermediate chain sprocket under the front cover to connect to the crankshaft. Three separate hydraulic tensioners are used to keep the cam chains tight.

The Northstar V8 is an interference engine, which means if a chain fails or is disconnected when the engine is cranked over, the valves will hit the pistons. That's something you don't want to happen with an expensive engine like this!

The intake manifold is Nylon 66 thermoplastic, which helps cool intake air by conducting less heat from the engine. Fuel delivery is by sequential fuel injection with separate injectors mounted under the engine's top cover. Under the top cover you'll also find the MAP sensor, intake air temperature sensor and fuel pressure regulator.

If the fuel pump relay fails on a Northstar V8, the engine should still run because the fuel pump also can be energized through the oil pressure sending unit.

A four-coil distributorless ignition with a waste spark set up provides spark to the plugs. Two crankshaft position sensors are used (A and B) plus a camshaft position sensor to provide timing inputs. Both crank sensors are mounted in the block and the cam sensor is located on the rear head in front of the exhaust cam. There's also a knock sensor on the rear head between cylinders 1 and 3 to retard timing if detonation becomes a problem under load.

The ignition system has two modes of operation: "module mode" and "ignition control mode." In ignition control mode, the PCM controls ignition timing using sensor inputs. If there's a problem in the PCM or with its sensor inputs, the module mode takes over and runs the engine with a fixed 10 degrees of advance. The engine continues to run (essentially a limp-in mode) but with reduced performance.

In model year 2000, the DIS ignition system was changed to a coil-on-plug design, which eliminates the spark plug wires and waste spark. Each head has its own ignition module that fits in the middle of the valve cover.

Another feature of the Northstar engines is a "limp home" mode that allows the engine to continue running if all the coolant is lost. If the PCM senses an overheating condition, it temporarily disables up to half of the cylinders. This pumps enough air though the engine to keep temperatures from getting hot enough to cause any damage. Even so, GM says the vehicle should not be driven more than 50 miles in the limp-home mode.

Another unusual feature you may see is a liquid-cooled alternator on the DeVille and Seville. Cadillacs are crammed with electrical accessories that put quite a load on the charging system, so using liquid cooling helps prolong the life of the alternator. In 2001, GM went back to an air-cooled alternator to "eliminate the coolant tubes and potential leak points."


As for maintenance, there isn't much. One of GM's goals with the Northstar program was to reduce maintenance to a minimum. The engines are factory-equipped with 100,000-mile platinum-tipped spark plugs and five-year/150,000-mile Dex-Cool antifreeze, and use chain-driven cams to eliminate the need to replace timing belts. Except for oil and filter changes, there isn't much to maintain - unless something breaks.

The newer Northstar V8s use an "oil life monitor" light rather than a specific mileage interval or service schedule to indicate when oil changes are needed. The PCM tracks engine rpm, operating temperature, load, running time and ambient temperature to calculate oil life. Up until 1999, the maximum oil change interval under ideal conditions was 7,500 miles. In 2000, GM bumped the upper limit to 10,000 miles. In 2002, they did away with the upper limit altogether stretching the oil change interval to 12,000 miles or more, depending on operating conditions. However, GM does say the oil should be changed at least once a year regardless of mileage.

Note: When changing oil on a 4.6L Northstar V8, keep in mind that this engine holds 7.5 quarts instead of the more common 4 or 5 quarts.

We think pushing the oil change interval too far is asking for trouble. Changing the oil every 3,000 miles may be a conservative approach to engine maintenance, but considering the fact that most engines operate under less than ideal conditions, 3,000 miles is a realistic figure - especially during cold weather and for short trip, stop-and-go city driving. Oil is a lot cheaper than an engine - especially a Cadillac Northstar V8 engine.

In researching this engine, we discovered that few rebuilders are overhauling Northstar V8s - not because these engines are lasting forever (they're not) but because the Northstar V8s are such expensive and complex engines. Cadillac has no reman program for Northstar V8s (if one fails, replace it with a new one). None of the major production engine rebuilders are doing Northstar V8s, and some rebuilders told us certain critical internal parts are unavailable (such as oversize crankshaft bearings). Add to this the fact that the cylinder liners can't be replaced or overbored and it doesn't leave much to rebuild.

Even the heads are throw-aways, according to Cadillac. If the valve guides are worn, Cadillac says the cylinder heads need to be replaced. The heads have hard powder metal valve guides, but we don't see any reason why the guides can't be replaced with new ones or repaired with bronze or cast iron guide liners.

Problems & Recalls

As well-engineered as Northstar V8s are, like other engines they've had some problems. According to various sources, head gasket failures are not uncommon. Nor is oil burning or oil leaks.

Cadillac service bulletin 01-06-01-011 deals with oil burning on 1996-'99 Northstar V8s. The cure, says Cadillac, is to do a ring cleaning procedure (seems those long oil change intervals weren't such a good idea after all). Cadillac recommends using GM cleaning kit (P/N 12378545) and Kent-Moore J-45076 induction/evacuation tool to do the job. The cleaner is added into the cylinders through the spark plug holes and allowed to soak the rings for two hours. The cleaner and dissolved crud is then vacuumed out of the cylinders through the spark plug holes, followed by an oil change. Cleaning the throttle body and EGR valve is also recommended.

On 2000-'01 Northstar V8s, a buildup of carbon deposits in the combustion chamber can cause a cold knock condition. Bulletin 99-06-01-101A says to use top cleaner to remove the combustion chamber deposits.

If an engine has failed and is being rebuilt or replaced, the Engine Rebuilders Association (AERA) says the plastic intake manifold also should be replaced. The reason? Because of the complex shape of the manifold, it's impossible to tell if any engine debris has been blown back inside it. If the debris works loose and is ingested into the new engine, it will cause a repeat failure. That you don't want.

No oil pressure on a 1993-'94 engine? Debris between the oil pressure relief valve and its seat will prevent oil pressure buildup. The cure here is to clean or replace the pump (P/N 3543258), which is located on the front of the engine.

Oil leaks around the rear main crank seal have been a problem on some 1996-'99 engines, so GM has developed a new rear main oil seal (P/N 12556107) that should cure this problem. It's a press fit seal that takes a special tool (J-42482) to remove and install.

In 1995, GM revised the original crankshaft balancer to provide smoother operation and longer durability. If the balancer is removed from the crankshaft for any reason, GM recommends installing the newer, improved balancer (P/N 12552437 or 12552436, depending on the engine).

If you have to pull a cylinder head on a 1993-'99 4.0L or 4.6L Northstar V8 to replace a gasket or do a valve job, do not reuse the old 11mm head bolts. Also, GM has revised the head bolt torque values and tightening procedure as follows:

In sequence, torque all bolts to 30 ft.-lbs. In sequence, rotate all bolts an additional 70°. In sequence, rotate all bolts an additional 60°. In sequence, rotate all bolts another 60°. Torque the front three M6 head bolts to 106 in.-lbs.

Because the Northstar V8s are aluminum, thread damage is not unusual. GM's recommended thread repair kit is J42385-500 for main and head bolts, and J42385-2000 for other fasteners.

Accessing Diagnostic Codes

For driveability and emissions problems, you can access trouble codes and sensor data the usual way with a scan tool, or you can read the information through the Climate Control Center. To enter the built-in diagnostic service mode, press the OFF and WARMER buttons simultaneously and hold until all the segments on the display panel light up. If there are any engine or other trouble codes in memory, they will be displayed.

On the 1993-'95 models (pre-OBD II), trouble codes have a letter prefix, three-digits followed by a "C" for current or "H" for history code. On the 1996 and newer cars with OBD II, the prefixes are somewhat different and the codes are four-digit numbers.

On the earlier cars, engine codes have an "E" prefix. On the later OBD II cars, "P" is the prefix for powertrain.

Other codes on the earlier cars include "I" for instrument panel, "A" for the A/C system, "R" for the air bag system, "T" for ABS/traction control, and "S" for the electronic suspension. On the newer OBD II cars, the prefixes are different. You'll see "IP" for the IPC instrument panel, "AC" for air conditioning module, "TC" for traction control, "RS" for the road suspension system, "SD" for the air bags, "PZ" for the body control module, plus other codes for other accessories such as "CC" for the cell phone or "RF" for the integrated radio.

If there are no engine/powertrain codes in memory, the display will read "No E Code" or "No P Code" depending on the model year.

To check for other system codes, press the WARMER button to scroll ahead (or OFF to scroll backward). If the PCM can't communicate with a particular system, the display will read "No X Data" where X represents the letter(s) of the system.

To clear an engine code, choose PCM mode after any codes have been displayed, then scroll to CLEAR CODE, press the HI button to select, then press the HI button again to erase the code(s).

To exit the service diagnostic mode, press the AUTO or DEFOG button, or simply turn the ignition off. This does not erase any codes.

There's More, Lots More...

The built-in diagnostics provides access to each of the onboard electronic systems, which you can scroll through using the LO button. To select a system, press the HI button.

If you choose the PCM mode (powertrain control module/ engine), you can again use the LO button to scroll through more display options: DATA, INPUTS, OUTPUTS, OVERRIDES, CLEAR CODES and SNAPSHOT. As before, press HI to select your choice.

Under each of these categories are quite a list of things you can look at. Under PCM data, you can look at all the various sensor inputs, short-term and long-term fuel trim, injector pulse width, engine rpm, battery voltage and PROM identification. Under PCM INPUTS, you can check switch status (throttle position switch, brake pedal switch, transmission gear switches, etc.). Use the PCM OUTPUTS mode to check the EVAP and EGR systems, torque converter clutch solenoid, A/C compressor relay and transaxle solenoids.

The OVERRIDE mode under the PCM section allows you to override the various inputs to the PCM using the WARMER button to increase the value or the COOLER button to lower the value. Overrides include the TCC solenoid (mode PS01), EGR solenoid (PS02), idle speed control motor (PS03), disable individual fuel injectors (PS04), disable fuel pump relay (PS06), cruise control servo (PS07), cooling fan relay (PS08), spark timing advance (PS09), injector flow (PS10) and transaxle shift solenoids (PS10).

All artwork courtesy of General Motors Corp.

My sincere thanks to Michael Freeze, Managing Editor of Counterman Magazine and AftermarketNews, for his permission to reproduce this article for your enjoyment!

From Jai in Japan

From Moving History in Italy


"Cari Soci,

Vi inviamo in allegato la documentazione, programma e scheda di iscrizione per il raduno di auto d'epoca "TRANSVALLE" e "RECORD DEL MIGLIO" organizzati da MH TEAM per sabato 15 e Domenica 16 Ottobre 2005.

Vi preghiamo scusarci ma la documentazione inviata precedentemente non era completa.

Ringraziandovi per l'attenzione e a vs disposizione per ulteriori richieste e/o informazione vi porgiamo distinti saluti MH TEAM.

"Dear Members,

We are sending you the attached documentation, programme and registration forms for our Classic Car Meeting "TRANSVALLE" and "RECORD DEL MIGLIO" organised by the MH TEAM for Saturday and Sunday, the 15th and 16th of October 2005.

We apologise but the documentation previously sent was incomplete.

Thank you for your attention and we are at your disposay foe any queries and/or information you require.

Kindest regards,


Programma Generale - Programme of Events

Scheda Iscrizione - Application Form

Regolamento - Meeting Regulations

Scheda Iscrizione Fronte - Entry Form

From Cape Argus in South Africa

August 23, 2005 - Blind driver to put Maserati to the test

By Henri Du Plessis

When blind driver Hein Wagner revs up for his world land speed record bid, he will be ensconced snugly behind the wheel of a special model with a long history of high-speed capers.

On September 8, Wagner will try to make automotive history - and enter the Guinness Book of Records - as the fastest blind man and he is confident he can achieve this with a Maserati.

Wagner, 33, reached an agreement yesterday with the official Ferrari and Maserati importers to South Africa, Viglietti Motors in Cape Town, to use a R1.25 million Maserati Gransport Coupe to smash the 233km/h record.

Wagner will give it his best shot in the Italian car at the Mafikeng Airfield in North West Province.

On the same day, other speed merchants will try to better the land speed record for piston-engined cars, a jet-engine car and a vehicle towing a caravan.

The existing blind land speed record was set by British bank manager Mike Newman, Wagner said. "I am very excited that Maserati will provide me with a car to have a go at the record."

Viglietti Motors boss Gabriel Viglietti said: "It is great to support such a brave man."

The Bellville information technologist and motivational speaker said yesterday: "The purpose of the attempt is to raise funds for the South African National Council for the Blind and we need all the sponsorship that we can get. But I had not done anything until I knew I had a car capable of doing the speed."

The Maserati can reach a speed of 290km/h.

"I did not want to go for a modified race car, because they can be troublesome and difficult to drive," he said.

"It is also a great advantage to have the Formula 1-style gearshift with the shift paddles on the steering column, because a floorshift stick would force me to move my hand from the wheel and that would disrupt my rhythm.

"Another advantage is that the Maserati's gearbox changes down automatically when you slow down or brake. That would also make it a lot simpler and safer, because I won't have to shift down to come to a stop."

Engineer Ray Wakefield of Speed Records SA will be in the passenger seat to give him acceleration, steering and braking instructions.

"We plan to have steering points from, say, one to nine, with five being the straight point.

"Ray will guide me by telling me to either move the wheel to four or six to correct the line as we travel and then putting me back on to five."

Negotiations are under way with a major insurer for insurance cover and sponsorship, but he also needs a fuel sponsor.

Potential sponsors can call Wagner at 082 879 6008 or the council at 012 452 3811.

From An Enthusiast in Italy


Thought you'd like to see some items of Maserati clothing from the nineties that I have in my collection.

Best regards,


Ghibli Open Cup Driver's Holdall
and Selenia Baseball Cap

Borsone piloti Ghibli Open Cup, Tridente e scritta Ghibli Open Cup ricamati e cappellino Selenia.

Race-driver Ghibli Open Cup Holdall, with embroidered Trident and Ghibli Open Cup script
and Selenia baseball cap.


Ghibli Open Cup Padded Car-coat
with internal removable Gilet

Completo composto da:
- Giaccone mod. TOP in tessuto microfibra resinato, colore blu, cappuccio esterno staccabile e cappuccio estraibile dal colletto, Tridente e scritta Ghibli Open Cup ricamati.
- Gilet interno staccabile, colore rosso, Tridente e scritta Ghibli Open Cup ricamati.

Set comprising:
- Car-coat in resin-finished microfibre fabric, blue, removable external hood plus collar-concealed hood, , with embroidered Trident and Ghibli Open Cup script.
- Removable sleeveless red gilet, with embroidered Trident and Ghibli Open Cup script


Lightweight Ghibli Open Cup Jacket

- Giacca sportiva di mezza stagione in tessuto microfibra resinato, blu, cappuccio estraibile dal colletto, Tridente e scitta Ghibli Open Cuo ricamati.

- Waterproof light-weight sports jacket in resin-finished microfibre fabric, blue, collar-concealed hood, with embroidered Trident and Ghibli Open Cup script


Ghibli Open Cup Polo Shirt with Pocket

- Polo blu con taschino, Tridente e scritta Ghibli Open Cup ricamati

- Blue polo shirt with pocket and embroidered Trident and Ghibli Open Cup script.


Ghibli Open Cup Long Sleeve Shirt

- Camicia in cotone azzurro, con taschino, Tridente e scritta Ghibli Open Cup ricamati

- Sky-blue cotton long sleeve shirt, with pocket and embroidered Trident and Ghibli Open Cup script.


Ghibli Open Cup Long Sleeve Sweat Shirt

- Pullover felpa lana-cotone, colore blue, Tridente e scritta Ghibli Open Cup ricamati.

- Blue sweat shirt in plush wool-cotton, with embroidered Trident and Ghibli Open Cup script.


Ghibli Open Cup Plush Blue Jacket

- Giacca in felpa, colore blu, foderata rossa, Tridente e scritta MASERATI ricamati.

- Plush blue jacket with red lining and embroidered Trident and MASERATI script.



To enter Enrico's Maserati Pages CLICK HERE!

Copyright: Enrico's Maserati Pages - © 2005. All rights reserved.