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

BR 01 Tourbillon
You can click on some pictures for a better view!!

From Waz in Wales

"Hi there can you help?

We have a Maserati Ghibli and need to find the speed pulse wire for a sat nav system.

We have checked behind the instruments, but no joy!

We have also found rev wire.

Your reply may help.




"Ciao Maseratisti!

Has anyone out there got an answer to this query?

From my own experiences, I don't care if I arrive at my destination. I enjoy my Ghibli so much, I don't want my journey to end.

Others might feel differently! If so, where's the speed pulse wire?




"Hi there,

Thanks, we did. The red and black wire behind the speedometer, but needed to travel over 10mph before it started to work.




"Hi Enrico,

The wire goes from the speedometer instrument down the transmission tunnel and exits under the car ahead of the axle. This is the area where the sender is fitted, though on different models it is in a slightly different place.



From Erik in Norway

"Hello Enrico!

Hope all is well!

Finally I'm back on Maseratis! After I sold my Biturbo ES some years ago, I've had Alfa Romeo GTV and the new Fiat 500.

Yesterday I purchased a '94 Maserati Ghibli 2.8 with a 6-speed transmission. The car has been taken well care of and has 65k on the clock.

Nothing beats the feeling of owning and driving the Ghibli!!

Best regards from Erik."


Erik's Maserati Ghibli 1a serie


From Maserati Corse in Italy



Le Castellet (F), 6 April 2009 - The new Maserati GranTurismo MC will be officially unveiled during the FIA GT "Media Days" at the Paul Ricard circuit. The new model is an offshoot of the Maserati GranTurismo MC Concept introduced last September in Monza and based on the Maserati GranTurismo S road version, with electro-actuated gearbox system.


The Maserati GranTurismo MC


On 17 and 18 March the car participated in the "Balance of performance", two days of practices organized by SRO at the Paul Ricard circuit in order to analyze and balance the performance of the models that will be racing in the GT4 European Cup.

A Maserati GranTurismo MC entered by a private team is to participate in some GT4 European Cup events during the second half of this season.

A limited series of the Maserati GranTurismo MC produced for gentlemen drivers who wish to race in the 2010 GT4 European Cup and the national series, will be on sale as of October 2009. The indicative price is 135,000 Euro + VAT. The cars will be sold directly through Maserati Corse.

In 2010 Maserati intends to once again organize a European single-make cup race. The cars participating in this Cup shall naturally present specifications that will set them apart from the GT4-version Maserati GranTurismo MCs.

Maserati chose to create a model with GT4 features because GT4 is the category with the closest links to production models. There is a niche of GranTurismo road car owners who love racing and want to be able to test their mettle on a track driving a racing version of the same model they own.

The Maserati GranTurismo MC is the result of a development work carried out during many test sessions that started in the Summer of 2008.

Various drivers have taken turns developing the Maserati GranTurismo MC Concept from which the Maserati GranTurismo MC stemmed. With their strong professional and racing background, each and every one of them contributed to the creation of the final version.

The predominant part of the fine-tuning work was conducted by Andrea Bertolini, official Maserati tester as well as incumbent FIA GT Champion at the wheel of the MC12.

Bertolini worked together with Thomas Cremonini, Maserati series production tester, and Vitaphone Racing Team teammate Michael Bartels, also 2008 FIA GT champion.

During the most recent tests, the Maserati GranTurismo MC with GT4 specs was also tested by former F.1 driver Ivan Capelli.

With the creation of the Maserati GranTurismo MC, the tradition of the Trident logo car manufacturer who remains loyal to its origins - those of a company founded in 1914 to tune and subsequently build racecars - lives on.

The Maserati list of wins is abundant and it includes a two consecutive wins at the famous Indianapolis 500 in 1939 and in 1940, with Wilbur Shaw at the wheel of the 8CTF "Boyle Special". This year is the 70th anniversary of that first success.

Juan Manuel Fangio won two F1 world titles in 1954 and in 1957 at the wheel of a Maserati 250F.

In the 1950s and 1960s cars with the Trident logo won a good many Endurance races, while the last victory in a Formula 1 GP was clinched by Pedro Rodriguez on a Cooper-Maserati in 1967.

In 2004 Maserati Corse started racing again internationally in the FIA GT Championship featuring the MC12; it achieved three victories at the prestigious Spa 24 Hours (2005, 2006, and 2008 Vitaphone Racing Team) and no less than ten absolute titles:

- Three FIA GT Drivers Championships in 2006 (Michael Bartels/Andrea Bertolini), in 2007 (Thomas Biagi) and in 2008
   (Michael Bartels/Andrea Bertolini)

- Four FIA GT Teams Championships in 2005, 2006, 2007 and 2008 (Vitaphone Racing Team)

- Two FIA GT Manufacturers Cups in 2005 and 2007

- One Citation Cup for gentlemen drivers in 2007 (Ben Aucott).

Race have always been the most demanding test-bench for all cars. Traditionally, reliability and performance are checked on track. It is in races that new technologies and materials are tested. And it is on the circuit that Maserati has decided to raise the much praised-sporty verve of its Maserati GranTurismo S to even higher levels to create the Maserati GranTurismo MC.



Width: 1914,0 mm
Lenght: 4935,3 mm
Height: 1300,0 mm
Overhang front: 930,5 mm
Overhang rear: 1064,1 mm
Wheelbase: 2940,7 mm
Front track: 1618,4 mm
Rear Track: 1580,7 mm
Weight: < 1400 Kg
Weight distribution: 51,3 front / 48,7 rear


Engine: V8
Displacement: 4,691 cc
Maximum power: 330.9 Kw (450 HP)
Maximum torque: 510 Nm @ 4,750 rpm
Weight/power ratio: <4.6 Kg/KW (<3.4 Kg/HP
Ignition: Bosch - digital system
Air intake: Double cone racing type filter
Exhaust system: Racing type with removable catalyzers
Lubrication: Wet sump
Gearbox: Rear, longitudinal gearbox, with transaxle scheme.
6 gears + reverse, syncromesh.
Electrohydraulic activation, with paddles shift


Bodywork: Carbon fiber
Windows: Windscreen, rear and side windows in Lexan.
Chassis: Steel with welded integral rollcage structure, FIA approved.
Interior: Backward-set driving position, with racing seat, dashboard and console in carbon fiber throughout.
6-points seat-belt compatible with HANS protection system.
Electrical system: Specific, with data acquisition system integrated in the dashboard.
Fuel tank: 120 L, with carbon safety structure, FIA approved.


Racing system without ABS, with steel discs:
Front disc: 380 mm
Rear disc: 326 mm
Front caliper: 6 pistons
Rear caliper: 4 pistons


Front: 11-inch x 18-inch
Rear: 11-inch x 18-inch


Front: 305/645/18
Rear: 305/680/18

Shock absorbers: Carbon fiber


Photos and text courtesy of Maserati.

From Antony in New Zealand

"Hi Enrico,

I have got some photos of the car for you.

I am taking Wednesday off from work to go and collect the car properly from where it has been for the last year.

Yes I can confirm you were correct about the chassis number. All the chassi numbers of New Zealand new Biturbos that I have found are all G year of manufacture. I believe a 'batch' of Biturbos were brought into this country some time in early 1987 and some must have taken sometime to sell as this example was only registered in late 1988.

As you can see from the photo of the engine bay someone has added intercoolers to the vehicle. The pervious owner has had the vehicle since 1990 and it has a genuine 72,000 Kms (approx 45,000 Miles) on the clock.

The interior is in very average condition, but the rest of the car is relatively good so I will get parts of it refurbished as it is very hard to find wrecked examples in our country.

I hope you like the photos, I am very excited about getting my hands on this car as I have wanted one since I was 4 years old when I went for a ride in my Uncle's 2-door coupe, man was it truly awesome!!

Any advice or tips you have to share on things to watch out for would be great.

Kind Regards,



Antony's Biturbo 425

Single tailpibe

Leather interior

Twin intercoolers

After-market alloy wheels
From Abel in the USA

"Ciao Maseratisti,

For the U.S. market, much of the early Biturbo's improved performance was put down the to the installation of a Spearco water/air system of intercoolers.

So, when I spotted this example of an early 1984 Biturbo up for sale on eBay, I checked it out.

To my delight, Abel the present owner directed me to a series of photos at, that includes detailed images of the Spearco water/air intercooler set-up.

He also features images illustrating those little finishing touches, that made the Maserati Biturbo just that little bit more special than other models in its class from the early Eighties!




The Maserati Biturbo E




Trident on the door handles

Enamel Maserati badge on the rear boot lid

Early rectangular instrument panel and digital clock

Original Maserati radio

The Nardi wood-rimmed steering wheel

Speaker grille with Maserati motif

The Maserati Biturbo E

2.5 litre carburated engine

LHS water/air intercooler

RHS water/air intercooler

Oil filler cap extension

Maserati trident embossed plenum chamber

Intercooler system filler cap


Further details of Maserati Biturbo #ZAMAL1106*EB318468* may be viewed at

From Matt in the USA

"Ciao Maseratisti,

One of the fruits of DeTomaso's ownership of Maserati, was it's joint venture with Chrysler to produce the Chryslet TC by Maserati.

Early automatic transmission versions were powered by the Chrysler K 2.2-litre 4-cyl 8-valve turbocharged engine producing 160 bhp. Later models adopted at Mitsubishi-sourced 3.0-litre V6-cyl 8-valve unit that produced only 141 bhp. The real performer was the model with 5-speed manual transmission powered by the Maserati twin overhead camshaft 2.2-litre 16-valve turbocharged powerplant with intercooler. Boasting 200 bhp @ 5500 rpm and 220 lb/ft @ 3400 rpm, it was pretty quick. Whilst Chrysler claimed 8 seconds to 60mph, Road & Track magazine managed it in only 6.9 secs, with a quarter mile time of 15.4 secs at 92.5mph. Top speed was 135mph.

When I spotted this version for sale on eBay, I was quick to ask Matt for his permission to publish these photos. I'm glad to say that he very kindly gave it!


With soft-top

With hardtop

















Described as a 1990 Chrysler TC by Maserati, Hardtop/Convertible #ZC2FR1209*LB206536*.

Very very rare 5 speed with the Maserati engine. Runs and drives great, convertible top in great shape.

Genuine 49,825 miles, some minor dings in paint but overall nice. Interior shows some minor wear.

This is a very rare car and very fun to drive.

For further details of this Chrysler TC by Maserati please contact Matt at

From Klaus in Germany

"Hi Enrico,

Check out this video from Soapbox on MSN Video, and don't forget to turn up the volume!!!

Maserati Indy 1971

The Soapbox Team

Have fun,

Best regards Klaus."

From Maurizio in Japan

"Hi Enrico,

The 2nd Tokyo Concours d'Elegance is currently being held in Roppongi Hills and they have two very sweet Maseratis on display.

An A6G 2000 Coupe by Vignale and a Due Posti Spyder aka Mistral.


Maurizio - Maserati Club of Japan Member."


1951 Maserati A6G Vignale Coupe #2031

The Maserati Mistral Spyder

"Ciao Maurizio,

Thank you for the news and photos.

This 1951 Maserati A6G Vignale Coupe #2031 was featured and sold at Coy's sale of "Important Auction of British and Continental Touring Cars" back in July 2001.

"As owner of the famous Scuderia Centro-Sud racing team and Maserati concessionaire for Rome, Gugliemo 'Mimo' Dei clearly enjoyed a close relationship with the Maserati factory. As a result of this friendship, Dei was able, on occasion, to commission cars for himself based on chassis supplied by Maserati.

Chassis 2031 is unique, being the only car bodied in this style by Vignale. This Turin based company was founded in 1946, with Alfredo Vignale himself initially taking the responsibility for designing the coachwork they produced. As well as undertaking one off commissions, the company produced small production run vehicles and prototypes for larger manufacturers. As a result of the increased workload this entailed, Alfredo was unable to continue in his role as chief stylist, employing in this role the young Giovanni Michelotti.

Michelotti would later find fame for his work with a range of companies, including Triumph, but his reputation was built with his work on Ferraris and this Maserati.

Upon its completion, this car was exhibited on the Maserati stand at the 1951 Salon de l'Automobile in Paris, its styling being praised in the influential American magazine 'Road and Track'.

Following the Paris salon, and bearing the Turin Registration number '126793 TO', the car passed into the ownership of Marcel Schwob d'Hericourt of Paris, who entered the car on the 1952 Tour de France co-driven by Albertini. The car was used in other European rally events prior to being subjected to a factory service/overhaul at the Viale Ciro Menotti factory in Modena.

In subsequent years the car made its way to the United States having been purchased by US racer Bob Estes where, over time, the car was developed to keep it competitive.

In early 1972 an enthusiast recognised the car in a Los Angeles parking lot and, realising its importance, bought it despite its unrestored state. The new owner then embarked on a major restoration that took over nine years.

These years of dedicated restoration were rewarded when it won its class in the prestigious Pebble Beach Concours d'elegance in 1998. The car's then owner believes the biggest compliment was not the win at Pebble Beach but when he was approached by Maserati Engineer Sgr. Alfieri at the Concorso Italiano. When Sgr. Alfieri looked over the car he said; 'It looks exactly as it did when it left the factory for the Paris Auto Show, colour, interior, everything except one detail'. When asked what that detail was he said, 'We never built them this well'.

Finished in white over blue with blue interior trim the car is, as would be expected, in exceptional condition throughout. This is a rare opportunity to purchase a magnificent car which along with its unique Vignale coachwork and exceptional period racing history is one of the last 6 cylinder, 2 litre Maseratis produced still retaining its original engine and gearbox." - Text from Coy's catalogue.



From Ben in Australia

"Hi Enrico,

Having been a regular visitor to your site for several years, I thought it was about time to contribute something!

This is my 1987 model 425i. It started out as the usual 2.5L with automatic gearbox. It took about 3 or 4 months for me to start finding things to fix on it, and naturally a few things became a big list. Eventually the car was stripped right down, and a complete restoration was in order.

After finding some reasonably poor repair work from previous damage, the whole body was stripped back to bare metal, repaired and then resprayed. I fitted doors from a 430 parts car I obtained, along with the door glass and interior.

The front crossmember, front and rear suspension and brakes have all been changed to 430 items. As with the bumpers and sideskirts.

The gearbox is a Getrag 5 speed that came from a 4.24v., and the engine is a standard 2.8 3v from an Australian (catalyst) car.

Because I had gone to decent effort to increase the performance of the car, a few custom bits and pieces were fitted. The exhausts are twin 2.5 inch heat wrapped dump pipes, going into a twin 2.5 inch system, exiting through two Hi-Flo mufflers with dual tips.

The intake again is custom. The original and restrictive intake was removed completely, with individual intake pipes to each turbo, breathing through shielded conical filters behind the headlights on either side of the engine.

An aftermarket oil catch can was also fitted, to reduce the amount of oil vapour induced by the engine.

In the interests of weight distribution, I moved the battery to the boot. A single positive wire runs now to the front of the car to a custom distribution panel on the inner guard close to the battery's original position. All connections are individually fused and a common earth point was installed.

The wheels are volvo T5-R items. I had these modified to fit the 430 hubs. The shims for the wheel bolt seats were reproduced with a 1mm offset towards the centre of the wheel, effectively converting it from 108 PCD to 106. To take car of the offset I had hub-centric spacers made and welded them to the back of the wheels.

In order to get it handling a litte better than original, I installed a set of Koni yellow adjustable inserts to the front struts. The rear struts are a Koni yellow spec non-adjustable unit. The front and rear springs are Ghibli items, professionally retensioned and shortened for use with the Koni shocks.

Finishing off the suspension system modifications are an MIE swaybar up front, and a standard Ghibli ABS rear sway bar. The rear crossmember has mounts welded to it to accept the swaybar, as did the semi trailing arms. The swaybar connects to the trailing arms through VW polo mount brackets and bushes.

The end result is what you see in the photos. Having only finished it this week, I am yet to see what it is really capable of. So far I have found it to handle superbly, with very firm but not uncomfortable suspension. The engine runs well so far, and feels strong. I am unsure of the actual power levels after the modifications, however I am still running standard 2.8-litre ECUs, so any gains would be limited at this point.

Future plans for the car include the MIE Eibach spring upgrade and bigger front and rear brakes to make it a little more competetive at track days. I have begun building a 24-valve engine for it, and I will also install an aftermarket injection system in the form of a Haltech.

It's come a long way since I first purchased it as a stock standard 425i! I will be sure to keep you updated on the planned progress.

Yes, it has been a LOT of work, but so far well worth it ;)

Small results are the sum of large amounts of effort with these cars, as you would know! Very happy so far, though, I have quite a few recommendations for people considering doing a similar conversion.

I suppose I have taken away the originality of the vehicle itself, however the improvements I have made I would consider to be not only beneficial for the driver, but unique on their own right based upon my own calculations and modifications. 425i was a very common model in Australia, as unlikely as that sounds. I guess I was looking for a cheap and efficient upgrade, and I found it. Although the total build period was nearly 4 years, my own time contraints were the limiting factor.

I like watching the modification scene, and I have picked up a lot of good ideas from my involvement in the general car modification segment in Aus. But I believe the best part about improving these cars is the fact that it will ALWAYS be a Maserati, and will always be seen as a classic, desirable vehicle to most. But to those who are fanatic, although a hybrid, an amalgomation of ingenuity and selectivity through great engineering, basic common sense and actual interchangeabilty.

I know that this has happened on a worldwide scale already with the more "tuner" friendly makes and models. My car I hope will be an example of a competetive, alternative to the modification normal.

I don't mean to blabber on! But the last four years has come to fruition, and it is already twice better than I expected!

My devotion to the history of the brand is somewhat lack-lustre compared to other aficionados. My focus is bringing to interest the actual capability of the company, it's technology and engineering skills of the time.

The Biturbo, although still mainly considered the "runt of the litter", was one of the the most technologically advanced and ingenious designs to come from the 1980's.

It kept a company afloat, generated (although sometimes negative) interest in the brand, and gave many lucky drivers a unique opportinunty.

I think that with modifications come problems. I have encountered plenty! But perseverance can pay off, although, once you have started changing things there is rarely a time when there is something that doesn;t need some kind of attention.

I have attached a photo of the undercarriage, which shows the swaybar and mounts reasonably well. You can also see the new bolts and washers I used to put the Ranger diff onto the old Sensitork diff mount.

Rant, rant. I will forward more photos to you shortly.

Now, I think I might go and enjoy some of my hard work!







From RM Auctions in the UK


A fine example of one of the most revered and desirable race cars to come from the Casa del Tridente is about to come "under the hammer" at RM Auctions' sale 'Ferrari - Leggenda e Passione' at Maranello on the 17th May 2009. It's the Maserati Tipo 250F (#2522) which Sir Stirling Moss drove to victory in the GP Automobile de Monaco back in 1956.

My grateful thanks to RM Auctions for allowing me to publish the history and photos of this most important of Maseratis.


1956/57 MASERATI 250F



Chassis #2522/23/26

Estimate: €1.700.000-€2.000.000

Often described as the most classically beautiful post-War single-seater and recently acclaimed “the world’s greatest racing car” by a popular magazine’s public vote.

The Maserati 250F is unique among Grand Prix cars in having longevity that spanned seven years of racing and claiming a lengthy list of driver greats including Fangio, Moss, Ascari, Behra, Musso, Taruffi, Collins, Hawthorn, Gonzalez, Villoresi and many more. The Maserati 250F was key in carrying Juan Manuel Fangio to two of his five World Championship winning seasons, 1954 and 1957.

Photo by Michael ZumbrunnA logical development of the Factory’s emergingly successful 2 litre car, the 250F model was originally intended to be produced for customer sales but encouraging early tests convinced them to form a last minute Factory team with Fangio at the helm. With this combination they won the first two championship races of the new 2.5 litre formula in January 1954. With further refinements the Factory then resumed their earlier intention of selling cars to privateers while offering full Factory support. An equally impressive list of customers began to take shape. Stirling Moss, Prince Bira, Harry Schell, Roy Salvadori, Baron de Graffenried, Luigi Mantovani and others took delivery and immediately began winning at both National and International levels.

Each subsequent year the Factory continued to experiment, develop and improve the 250F culminating in the 1957 model and a focused Grand Prix season taking Fangio to his fifth and final World Championship. Throughout this period the Factory continued to run full Grand Prix and Sports Car Teams and also produce and maintain cars for their customers, often stretching resources to the limit and beyond. At times there would be as many 6 Factory 250F’s and 8 privateer 250F’s at a race meeting, all looking for some assistance from the Factory mechanics. Despite their 1957 success, Maserati were forced by circumstances to all but stop their high profile involvement in racing and sell as much of the racing department resources as possible. Virtually all the cars at the Factory, both new and old, were refreshed and sold off to customers in early 1958.

This magnificent example of Maserati architecture has remained virtually untouched in appearance since it last left the Factory in 1958. Embodying the very best of Maserati’s 1957 World Championship winning team experience. One of 26 chassis’ produced between the model’s debut in December 1953, and Maserati’s virtual abandonment of active racing in early 1958.

Born at the end of 1955, it was one of four all new cars ready to start the 1956 Grand Prix season. Built in similar fashion to all the previous T-1 style chassis’, but with many small improvements. Those new chassis’ were 2519, 2520, 2521 and 2522. Shipped to Argentina for the first Grand Prix, our subject car number 2522 was used exclusively there by 1956 Team leader Stirling Moss. Symbolizing an overworked and chaotic season to come, inadequately prepared paperwork meant all the cars appeared in Argentina with identification and customs garnet papers identifying them as last years cars. Fortunately Moss salvaged a fine 2nd place out of the two South American races.

Photo by Michael ZumbrunnReturning to Europe and now fitted with fuel injection, this car was sent alone to the April 1956 Goodwood meeting where Moss came away a clear victor. Further tests and experimentation lead up to the Monaco Grand Prix in May where the fuel injection system was in and out of the car for practice a number of time in an effort to get things just right.

The effort was gratifying, for it all came together for unquestionably one of Stirling's greatest Grand Prix victories in winning the 1956 Monaco Grand Prix in this car. A gruelling race by today’s GP standards at 100 laps, 314 kilometers of Monaco.

Sparked by this win, the Factory intensified development of the 250F. But this, unfortunately, lead to ever increasing disarray. Customer sales and service at times left the Team short of cars and even more importantly short of time. Rather than fine tune a good combination the Factory worked on extreme developments and focused on them while ignoring basic maintenance on their best cars. Hence, Monaco winning chassis 2522 became a back-up to an experimental car for the next two Grand Prix and then itself became an experimental car.

For the 1956 Belgium GP failure of his primary car left Moss to take over chassis 2522 from Cesare Perdisa where they finished a reasonable third. Although tried by Moss in practice for the French GP, Pierro Taruffi took-over the spare 2522 as his delegated car had expired in practice. It was no surprise when he also retired this car at half distance.

Based on concentrated aerodynamic developments with their other cars, chassis 2522 was fitted with an extended nose with a dedicated hot air outlet in the bonnet and high sided cockpit bodywork. 2522 missed the British GP during this transformation but reappeared in a rush for the German race. Tried in practice but found unprepared and not used.

As before, paperwork was amiss so the car took the identity 2523. Perhaps in this case to match the number of the new motor fitted to appease border customs officials as Factory cars often went without chassis tags or dash plate identifications.

Photo by Michael ZumbrunnNever-the-less chassis 2522 retained the number 2523 from this point through to 1958.

Despite further testing of chassis 2522/23 in preparation for the Italian GP, it was practiced by Jean Behra and Luigi Villoresi at Monza but, as in Germany, not used.

The car did have one final highlight in 1956 where Jean Behra, in company with Stirling Moss made the long trip the Albert Park, Mebourne for the December 1956 Australian GP where Jean finished a fine 2nd to Stirling. On this singular occasion and due to this race being run to Formula Libre rules, chassis 2522/23 ran a sports car 300S 3-litre motor. Before departing, there was rumour of a failed dock-side purchase of Australian racer Arnold Glass.

Into 1957, and where the Factory had become more organized. Instead of running experimental works in conjunction with their Grand Prix Team, they ran a separate experimental shop that did little to interfere with the lead team’s efforts. This proved far more successful. Three all new lightweight T-2 style cars were built and developed for the lead team while the experimental department used what resources were made available. This experimental shop’s main concentration for 1957 was development of a 2.5 litre V-12 motor. To provide a test bed for the V-12, 1956 chassis 2522/23 was converted. Among the many alterations this required to the chassis are three features still visible on the car today. In order to stiffen the chassis for the expected additional power of the V-12, several small bore tubing diagonals were fitted throughout the chassis in a similar fashion to the 1957 T-2 style chassis cars. The chassis’ upper front cross member was relocated upward approximately three inches to clear the two massive V-12 magnetos. That cross member is still in that relocated position today. At the rear of the chassis was a second exhaust bracket, similar to that existing on the left, to take the right side exhaust from the V-12. Weld traces of that removed bracket are still visible.

After much pre-season testing with the original long nose and a single, full bonnet width intake scoop the car finally appeared at the April 1957 Syracuse non-championship GP. For this event the intake scoop had been reduced to a pair of scoops and the nose had been cut short to improve slow circuit cooling. Although tried by Jean Behra, Harry Schell and Giorgio Scarlatti, all agreed the car was not ready and was put aside.

Photo by Michael ZumbrunnFurther testing ensued before its second outing five weeks later at Monaco where it was felt its high torque would help launch the car out of corners. In the meantime, the car had then been fitted with short megaphone exhausts both sides that terminated just before the rear wheels. This feature was intended to broaden the problem of an uncontrollable ‘snap-on’ torque curve, unfortunately it did little to help, leaving its driver spinning wheels out of every corner. Tried by all Team members at Monaco including Carlos Menditeguy, Scarlatti, Schell, Hans Herrmann, it was Fangio that predictably had the best practice time but he still felt better off in his 6-cylinder car. Again the car sat idle come race day.

Following Monaco was a new non-championship event called the “Race of Two Worlds”, a 500 mile race the reverse direction on Monza’s banking to emulate Indy style racing and draw the American crowd. For Maserati’s first attempt at this event the experimental Team prepared chassis 2522/23 with a 3.5 litre V-12 motor. To combat the high speeds, the car was fitted with American Hallibrand alloy wheels and Indianapolis sized Firestone tyres. Despite high hopes and Jean Behra’s brave driving, the car exhibited bad tracking, was never-the-less too slow and withdrawn following practice.

With the now mid season hectic schedule and development of a new T-2 style chassis (2530) for V-12 test development, chassis 2522/23 V-12 was not taken to the French GP but was brought along to the Reims GP non-championship event a week later. While tested by both Shell and Menditeguy, it was Carlos who gave 2522/23 its one and only V-12 fitted GP start ending in a disappointing retirement with a burnt piston.

Following Reims, concentration was on the third V-12 car, or second purpose built V-12 car (2531) and chassis 2522/23, V-12 removed, was retired from active duty.

With the onslaught of Maserati’s troubles in early 1958, the Factory began to clean up and sell all the Team and Factory owned 250F’s that lay about. Many required much work and chassis 2522/23 was no exception. This example is fitted with all new Fantuzzi made bodywork encompassing all the superlative traits of the 1957 “lightweights”, an enlarged capacity T-2 style fuel tank from one of the redundant V-12 cars, and the refreshed motor and identity from the second “offset” driveline 1956 car 2526. The unwitting result was arguably one of the most dramatic, aesthetically pleasing 250F’s ever created.

Photo by Michael ZumbrunnThese modifications were completed in early 1958 and 2522/23 now 2526 was sold to Australian Keith Campbell who maintained the car in England, but ran only a couple of English non-championship international events in 1958 before being killed in July racing motorcycles.

Following storage at the Factory throughout 1959, the car was entrusted to, as executor, another Australian who had purchased a 250F during the Maserati sell off, that being Ken Kavanagh. Kavanagh had damaged his car at Goodwood in 1959 and kept both cars in storage in Italy from late 1959 through the early 60’s.

Prompted by some Mark Rigg information, English historic racers Patrick Lindsay and Dr. Richard Bergel arranged a purchase of two cars, including 2522/23/26 and trailered them home to England in the autumn of 1964.

Following some mechanical restoration work the car was set to enter historic events in April 1965. Primarily run by Bergel but at times by Lindsay, the pair ran numerous English historic races with this car in 1965 and 1966. By 1967 ownership had transferred from Lindsay / Bergel to Bergel / Lord Angus Clydesdale where these two continued to race historic events with the car through 1974 where Lord Clydesdale had become the Duke of Hamilton.

1976 records indicate ownership by the then Earl of Strathmore.

Photo by Michael ZumbrunnIn 1978 the car was purchased by Bell & Colvill Ltd on London and periodically raced in historic events by Bobby Bell from 1979 to 1997 while also displaying the car at many functions. At times for sale by it was not until a 1998 listing by Gregor Fisken in London that the car was sold.

In 1999 it passed into the hands of the present owner and 2522/23/26 is currently described as being in excellent racing order having actively participated in the European Shell Ferrari/Maserati Historic Challenge series for many years. The chassis carries an excellent example of a welded-on chassis identification plate, stamped 2526, complete with ‘rosettes’ and motor number dash identification plate stamped 2526.

As we can see from the above, a long and fascinating history accompanies this extraordinary car. Superbly presented and race ready, its entry in this sale is an important opportunity to own an exceptionally fine piece of legendary history with an illustrious career. Upgraded by the Maserati Factory with the ultimate Fantuzzi version of the elegant sculptured 1957 monoposto body and finished, of course, in Italian Racing Red.

#2522 is offered in company with the original cylinder head, a gearbox housing shell, some spare wheels and a few minor spare parts.

Engine six-cylinder, twin overhead camshafts, monobloc, bore 84 mm, stroke 75 mm, capacity 2,494 cc, dual magneto ignition, approx 270 b.h.p. at 8,000 r.p.m., Cyril Embrey head; five-speed gearbox in unit with rear axle; right hand gear-change; spur gear final drive; footbrake - hydraulic on all four wheels, 1957 model finned drums; suspension is independent coil front, de Dion axle with transverse leaf spring rear; wheelbase 2,280 mm; tyre size (standard sizes) 5.50 x 16 front, 7.00 x 16 rear. Chassis T-1 style with additional 1957 Factory installed diagonal stiffener tubes. Body by Fantuzzi in later T-2 style, 1958.

All photos by Michael Zumbrunn.

Text courtesy of RM Auctions.




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