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

Grille trident on a Maserati A6G/54 by Zagato
You can click on some pictures for a better view!!
From Octane Magazine in the UK

In August 2005, Octane Magazine carried out a comparison test for supercars from the Seventies for around £20,000, they chose a De Tomaso Pantera, a Lotus Esprit, a Lamborghini Urraco, a Ferrari 308GTS and a Maserati Bora.

Here's what Malcolm McKay had to say about the Maserati Bora:

"That just leaves the Bora, another Giugiaro/Ital Design production with an astonishing and successful mix of Maserati and Citroën technology. Most expensive by far when new, can if justify that price tag in use? Motor in 1973 said not. But just under 500 owners between 1971 and 1978 felt it could.

Peter Bateman has driven this Bora on (and to) all the major circuits in Europe – 'It loves Imola and can do 100mph through Eau Rougel' – and has no qualms about driving half the M25 at 5.30pm on a Friday, a convincing tribute to the Maserati's usability. In 12 years of ownership he's covered 35,000 miles and found that electrical problems are the only common failing.

Quality exudes everywhere, from the brushed stainless steel roof panel (decades before DeLorean) to the hydraulically adjustable pedals and seat height. No wonder this is the heaviest car here, despite its big four-cam V8 engine being all aluminium.

Wonderfully original waterfall-style seats are the Bora's other nod to styling excess; with big doors, access is easy and, once in, the driving position is comfortable and the dash, though somewhat cluttered, turns out to have all the vital dials where you want them and others close by – and as a bonus, the handbrake is conveniently positioned for feeling your passenger's thigh... The steering wheel position is quite high and the pedals are offset left, bgut so is the seat so it feels coherent in use and the pedals are well spaced.

Fire up and the big V8 burbles happily; as the revs rise, the soud becomes harder but it is never intrusive and, to be honest, sounds a little more mundane than expected. But power it has in plenty, a seamless thrust right through the rev range with such potency that it rarely feels extended; the red line on the 8000rpm rev counter is at 5500, but there's no more poke above 5000 than at 3000.

The steering is light at first, a little lacking in feel, seeming power-assisted though it isn't. When you first enter a corner, you can feel the weight of the engine behind, but the car balances itself and feels very stable, planting itself on the road; a glance at the speedo reveals I'm already taking corners 10mph faster than I was in the other cars. The only disappointment is the seats, in which I slide from side to side – they're built for portiler frames.

Hight geared and flexible, the Bora barely needs to go above third gear in normal driving – it's built to eat up the miles. Most impressive of all, though, is the controversial Citroën-derived braking. Sensitive and really inspiring confidence, the brakes haul this heavy car down from 100mph to 50mph for corner after corner with astonishing efficiency, aided by grooved TarOx aftermarket discs.

The Maserati's combination of supercar grunt, great handling, relaxed cruising, flexibility and fabulous brakes make it for me the pick of the bunch though all have their own strengths, the Lotus offering DIY practicality and running economy, the Lambo a fabulous engine and interior space, the Ferrari all-round sophistrication and the De Tomaso simplicity with sheer road-squashing grunt. The choice is yours

From Roger in the UK

"Hi Henry,

Thought I’d send you news of Reg’s latest Biturbo exploits.

Please see attached report and photos.

Best regards,



Saturday 19th August saw the battle of the Tom-Toms in the BARC South East Sprint at Goodwood.

“Thomas” (aka Reg) Palmer of the Scuderia Sfere Grandi in his “GTO” which had been heavily disguised as a Maserati Biturbo lined up against old sparring partner Tom Luff of Duckspeed Racing in his BMW M3. Was this a cunningly devised piece of deception on the part of the Scuderia Sfere Grandi, viz a “Plan C” car? No, the organisers just got the details wrong!

Although the weather forecast was for rain the clouds passed by and the track remained dry, so nobody was able to be a Regenmeister. Tom may have been harbouring thoughts of doing so as he had just returned from the Old Timers meeting at the Nurburgring – renowned for its wetness. Reg just settled for being “Reg Meister”. (Ouch!)

The format of the meeting was a practice lap, then three qualifying laps, each one being a one lap run from a standing start. So a quick smooth getaway from the line was all important.

Our two contestants were both in the over 2000cc Production Sports and Saloon class; only five cars in this class – the competition was a 500bhp Ford Cosworth, a Subaru Impreza and an Alpine Renault GTA V6 Turbo. The Cossie was, as might be expected, way out in front, but our men put up a good show and ended up with 3rd and 4th positions in the class.

Both drivers were disappointed with their practice times, but they improved considerably on the qualifying laps with Reg recording his all time best for a standing start at Goodwood.

 Driver  Car Time Average speed
 Les Beerling  Ford Cosworth 97.39 secs  88.72 mph 
 Martin Wadsworth  Subaru Impreza 101.59 secs  85.05 mph 
 Reg Palmer  Maserati Biturbo 105.81 secs  81.66 mph 
 Tom Luff  BMW M3 108.77 secs  79.43 mph 
 Simon Taylor  Alpine Renault GTA V6 Turbo 110.32 secs  78.32 mph 

As usual there was much under-bonnet activity on the Scuderia’s Maser between laps – mostly involving “pipes on, pipes off” tweaking; also since previous outings Reg had decided to run with an extra 4 psi in the front tyres which, he said, noticeably improved understeer. No doubt the newly fitted replacement grille reduced the cd factor drastically! By contrast for the Duckspeed Racing team, Tom retained his usual calm and passive “get in, start up, and go” philosophy.

Several days later the Duckspeed manager, Tom, announced a novel excuse for the Beemer’s poor performance – the rear wheels are of different size! This set Roger, the Scuderia’s director, not renowned for his technical prowess, thinking: if Reg’s Biturbo were to be re-fitted with small castor wheels on the right hand side then this should dramatically improve understeer on Goodwood’s right-handers, although it could make for interesting results at Goodwood’s only left-hander at St Marys!

Next outing for the Maser versus Beemer is at Goodwood in the AC Owners Club sprint on 4th November. Last year at the same meeting Reg recorded 106.84 in his Twin Tub – a good target to beat.


Shiny new grille!

Reg's Biturbo alongside it's M3 stablemate

Reg just can't resist a final tweak!

Luxury still included!

Quick off the line


Through the chicane


Pushing hard to the flag


Hoping for a fast time??


Hi Enrico,

Thanks for the latest on your site from Roger.

Is it possible to advertise a set of wheels I have for sale please?

Set of 5 Biturbo Si wheels, 7 X 14.---- 4 are fitted with Kumho 50 X 225 X 14 Tyres. Very useful for trackdays.

Please contact: Thank you.

We trust you are well and happy.



From Edwin in the UK

"Hi Henry,

I am doing well OK.

The Quattroporte I has been invited to the Goodwood Revival 1st to 3rd September to go on display at Goodwood House with a new Quattroporte.

Regards your request for photos of Quattroporte II dash the answer is no, but, if you wish I can take some for you.

Regards Edwin.

PS: Just come across these in my pictures."


Maserati Quattroporte II by Bertone

Maserati Quattroporte II by Bertone

Maserati Quattroporte II by Bertone
From Jonny in The Netherlands

"Hi there Enrico,

I was just reading your updates on Page 91 and am a bit confused with Yannick's post. His car is obviously an early spec Ghibli, since it has a distributor (rather than direct ignition) and has the original 16" 7 spoke OZ racing wheels. But he states that he has Ghibli GT brakes fitted?

I've been looking at upgrading the brakes on my Ghibli (MY92) and as far as I can make out, the brakes on the early Ghiblis are different to the Ghibli GT and so the Ghibli GT brakes won't fit without some sort of modification? I'd be interested to hear what mods Yannick made ot fit the Ghibli GT brakes to his car, since this could save me a fair bit of money in upgrading mine!

I've a feeling that the caliper won't physically fit behind the 16" rims and also the location and spec of the caliper mounting is different on the early cars? Also, the hub of the later break is different.

There's also something unusual going on with his oil vapour recovery hoses?

Keep up the good work! I love reading your updates!

Cheers... Jonny (from the Netherlands).."

From Yannick in France

"Hey Enrico.

Jonny is completly right, my Ghibli is an early spec Ghibli.

But Unfortunatly for Jonny, I did not changed the standard brakes with a Ghibli GT ones.

When I bought the car the front brakes of the GT model were on the car.

The French technical control of May noticed that the front brake pads were used and needed changing. Quiet easy I thought.

I phoned Maserati to give the specifications and details of the car (model, year that is all) and they sent me the normal pads for this model.

But the pads were completly different to mine. Quiet amazing!

So I decided to take the car to Maserati in Toulouse.

First, they had never see such pads before. They told me that they were from an Alfa Romeo model but not identified.

I went to the Alfa Romeo garage but unfortunatly the pads were unidentifiable. I gave them the address of Garage Maserati du Trident near Paris because I thought they were the right people to call.

We sent them the width and length of the pads, and after a week of searching with great difficulty, they found that they were from a Ghibli GT.

Maserati Toulouse called me, and when I told that the pads were from a Ghibli GT model they were not so surprised.

The first time they checked the car, many parts were not the standard ones for an early Ghibli.

The main hypothesis is that the car was a very long time in stock and so it received during those stock years different new parts.

Last thing, As I am Working in Paris and the car and all the papers are in the south of France. I don't have the exact references of the pads and I don't have the different parts which are not on a standard Ghibli. This is not practical.

Concerning the oil vapour recovery hoses, Jonny is still right.

I don't have the pipe between the engine and the oil box.

What I've got is just a small pipe which goes under the car.

The next step is to put it on, I bought last week the original pipe on the net.

If Jonny wants, I can make some differents pictures of all the front brake, maybe it can help, but I will not go to the south until Christmas.



From Jonny in The Netherlands

"Hi there Enrico,

Thanks for forwarding my email onto Yannick!

Regarding the oil vapor recovery hoses, I doubt that car has the oil drop out system that was fitted to the GT cars? If not, the easiest solution would be to fit some filters... This is what I did to mine after fitting a new induction system (see attached pic). Using filters at least stops anything nasty flowing back into the engine.

Regarding the brakes, I'm a bit confused now as to which bits are from which cars? I think you're saying that it's just the brake pads on the calipers that are from the GT? I've attached a .pdf file with drawings, one of the brake parts from an original Ghibli and one with those from a GT. From what I can make out, the Ghibli GT brakes are the same as the Ghibli ABS version's brakes (gets a bit confusing!).

OK... I can't imagine that the GT brake pads fit in the non-ABS calipers. TheGT has different calipers to the non-ABS car. In turn, the GT has different shaft carriers to the non-ABS. So, unless the fixing points (for the calipers) on the shaft carriers are the same for both the GT and non-ABS cars, in order to fit the GT calipers to non-ABS cars, you'd need the GT shaft carriers.

You still with me? OK... The suspension on the GT cars is subtly different to the non-ABS cars, which means you can't fit the GT sharft carriers to the non-ABS cars without changing elements of the suspension (see attached .pdf file for the drawings... I've verified the differences by cross checking part numbers). Also, unless the stub axle of the non-ABS car fits into the shaft carrier of the GT car, the non-ABS car would require the GT's stub axle, hub etc, which doesn't make sense since Yannick's car still has the non-ABS wheels (which has different hubs to the GT car)?

So I'm really confused! What I'd like is for this all to mean that the bolt holes on the shaft carriers for the two cars are in identical places, meaning that the calipers from the cars fit each other. what I'll do is write to a couple of people that might have both parts in stock and see the the holes align... if they do it means that I can fit calipers designed for the ABS/GT cars onto my non-ABS car... which would be great news!

Can you please thank Yannick for his feedback and compliment him on his good English!

Incidentally, if the non-ABS Ghibli shares the same brakes as the Shamal, I think it also has the same wheels... In which case, in response to Martin in Switzerland's post here, he should be able to fit the wheels that I've just fitted to my Ghibli.

I'll keep you informed!

Cheers... Jonny."


The crankcase breathers on the engine of Jonny's Ghibli

The front brakes on a Ghibli 1a serie

The front suspension on a Ghibli 1a serie

The front brakes on a Ghibli ABS/GT

The suspension on a Ghibli ABS/GT
From Enrico in the UK

"Hi Jonny,

I've forwarded your email to Yannick.

I have understood completely the problem about "the Ghibli with the non-ABS shaft" and "the later Ghibli with the GT shaft".

It reminds me of va scene from the film "The Court Jester".

Hawkins: "I've got it! I've got it! The pellet with the poison is in the vessel with the pestle; the chalice from the palace has the brew that is true! Right?"

Griselda: "Right. But there's been a change: they broke the chalice from the palace!"

Hawkins: "They *broke* the chalice from the palace?"

Griselda: "And replaced it with a flagon."

Hawkins: "A flagon...?"

Griselda: "With the figure of a dragon."

Hawkins: "Flagon with a dragon."

Griselda: "Right!"

Hawkins: "But did you put the pellet with the poison in the vessel with the pestle?"

Griselda: "No! The pellet with the poison is in the flagon with the dragon! The vessel with the pestle has the brew that is true!"

Hawkins: "The pellet with the poison is in the flagon with the dragon; the vessel with the pestle has the brew that is true."

Griselda: "Just remember that!"



From Yannick in France


it seems that we can make a thesis on that subject.

That story confused a lot of people even the maserati and Alfa Romeo technicians.(they ve got a folder concerning my maserati which is huge like an encyclopedia).

The main point, is that, I don't know if some elements of the suspension are from a GT model.

But I will check this point as soon as go back to the south.

Second point, the pads are from a ghibli gt model, and what I can say about it is (thanks to Maserati Toulouse) that the ghibli gt brakes are not the same as the ghibli Abs version (this point need to be check).

Concerning the oil vapor recovery hoses, it a standard one so I will change the pipe with a standard item.

I would like to help Jonny with this problem but as I told you I didn't change the front brake so did not the latest owner. Maybe he can contact le Garage du Trident for a beginning of answer? (I can do the translation from English to French).

I don't know "The Court jester" movie but, indeed, it resembles quiet well the situation.




Brembo technical drawing

Jonny's Ghibli

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