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

You can click on some pictures for a better view!!


From Daniel in France

"Dear Enrico,

I am sending you two mails with photos I have taken yesterday during the Paris Launch of the new Quattroporte.

Best regards,



















From Ricardo in Spain


First of all thanks for the help that you offer on your pages.

I recently bought a Maserati 3200 GT, and unfortunately noticed that it has no power. I took it to the Maserati dealer, but according to them, there is no fault and everything is working properly.


Ricardo's dream, a Maserati 3200 GT !



I plan to reprogramming the ECU, but no workshop can access the PBX to reschedule. The truth is I am very upset because my dream is breaking with every passing day and I cannot enjoy my car.

I would greatly appreciate whatever advice you can give. What could it be ? Do you know of any diagnostic equipment to read the ECU ....?

whatever I've changed the Lambda sensors, cleaned the fuel injection, revised the turbochargers ... This is a 2000 3200 GT with manual gearbox without the OBD protocol.

Thank you very much for your time, I look forward to helping you, me and any other owners with a similar problem.

Sorry for writing, and I hope Google translator has done a good job !

I hope you can help me, since in the province where I live there is no official Maserati dealer, the closest is about 500 miles away and I would like to go there with a rough idea of what the problem may be.




It's Ricardo from Spain.

I write to tell you that at last I have solved the problem of the lack of power in my 3200 GT, as I told you to take a test drive and give power 238cv as solved:

the spark plugs were incorrect,

they changed all the hoses,

the intercooler was broken I changed all the hoses both for the turbochargers and the cooling cooling system (since the originals had some silicone and burnt with the heat of the exhaust).

And with all that ....... now it is perfect.

I hope my bad EXPERIENCEs will help someone else with a similar problem.

Thank you very much for having this site, I'll be using it to prevent problems.



From Enrico in the UK

"Ciao Biturbisti,

I spotted this rare beast on

The seller has very kindly given me his permission to publish these photos.



Unique West Coast numbered edition

The 1985 Maserati Biturbo E is a 2-door, 4-seater Coupe. Rear wheel drive with automatic transmission. 35,806 original miles. 2.5-litre V6 with twin turbochargers. Beautiful leather seats. Power steering, power windows, air conditioning, original AM/FM/cassette radio with Maserati emblem, power retractable antenna, digital clock/timer on dash. Retractable sun shades for the rear window. Maserati floor mats. Complete original tool kit in trunk.


This ultra-rare "E" model comes with numerous upgrades from the standard Biturbo. These upgrades include:

•Spearco liquid-to-air intercooler. Pushes horsepower to 205 (from the usual 185) and torque to 260 ft lbs @ 3500 rpm

•Lower/stiffer Bilstein shock absorbers

•Thicker anti-roll bar

•Wider wheels (205VR14 instead of the usual 190VR14) with anthracite paint finish

•Unique grille

•Nardi wood rim steering wheel

•Carello Fog lights

•Unique plaque identifying this as the 116th E model produced. These plates were only installed in E models imported to the West Coast.

This particular E also has unique features added by the previous owner:

•Polished aluminum everywhere - see photos

•Rear spoiler (taken from 1987 Biturbo)

•European-model foglights (yellow; standard US foglights are white)


Eagle-eyed observers may have noticed in the photos that the rear seat does not have headrests. Those headrests were only installed in the E model Biturbos. The previous owner preferred to not have those headrests as they tended to block the view out the back window, so he replaced the seatback with one from a non-E Biturbo. I do have the original seatback with the headrests, however, and if you are local or willing to arrange shipping, the E model rear seatback will be included with your winning bid.

Also available to local buyers, or to those who want to arrange shipping, I have an extra pair of doors (driver and passenger) with new paint in the original two-tone red/anthracite scheme of the E model Biturbo. The doors are quite heavy, so be warned if you want them shipped - it would be expensive! Still, if you win the car, the extra doors will be yours, if you want them.

My copy of the Biturbo Compendium CDROM, which contains electronic copies of the owner and service manuals, will also be included.

Body Condition: Body panels painted with original paint are: hood, trunk and spoiler, front and rear bumper, and "B" pillar covers. Two small rust spots are driver side C pillar cover (water can't drain under stainless molding, typical spot) about 2" dia, and some bubbling behind the front fender. The driver’s door has dings (seen in photo).

Maintenance: Valves were adjusted within the past 500 miles. Battery hardly used, A/C charged and cold, good Falken tires (note one tire has a very slow leak and would go flat in weeks if not kept up to pressure). Perfect condition underhood foam mat (you often find these in tatters). All gauges work. When I bought the car (about 6 years ago), the previous owner had just installed a new muffler, brake pads, wheel bearings, and had replaced the timing belt, water pump, thermostat, plugs, wires, and alternator. All are still in fine condition as I've put hardly any miles on the car since that time.

What Needs Work: The car starts easily, but idles rough; I do not have the expertise to troubleshoot this. The power windows both work, but have a much easier time going down than going up (they do work, just slowly).

Car has been kept garaged for the past 6 years and driven only occasionally. It is currently registered "Planned Non-Operation" in California. Passed smog when last registered. If sold to a California buyer, you will need to get smogged and bring out of non-op status; California buyers are responsible for this.

























From Anand in Hong Kong

"Hi Enrico,

I have a Maserati 3200 GT which was left unused for 14 months, and now would not start.

When I removed the plugs, 2 of them had oil on the outside (maybe due to some overfill at some stage). The last time it was driven the exhaust was spitting out water but we thought it was normal as the cold engines emit water through exhaust specially as the car was not used for 4 months before that.

This time when engine was cranked after removing plugs, cylinder 5 was spitting out water like a jet. Nothing has seized. The coolnt header tank is empty.

Engine oil is filthy and over the level so definitely oil and water have mixed.

Did a compression test and found the following;

a) Cylinders 1, 2 and 8 = 115 psi
b) Cylinders 4 and 6 = 110 psi
c) Cylinder 5 and 7 at 40 psi
d) Cylinder 3 at 25 psi

Do you think I should simply open the heads from the top and have a look as the engine oil level being high is certainly a gasket signal.

Or do you feel the cam belt may have jumped a tooth and giving false readings on the compression as its unusual for both banks to have a total of 3 cylinders giving such low compression.

Thank you,

Anand - Hong Kong."













"Hi Enrico,

From that description this definitely sounds like a head gasket problem or a liner problem. The water in the cylinder and the increased oil level, plus the colour of the oil are pretty conclusive.

The compression test is irrelevant at this point (!) and could be a bit misleading as compression pressure could be going between cylinders if the gaskets are that bad. Any change in the valve timing from a jumped belt etc. is unlikely to cause this issue.

Given the history, the chances are that it is a head gasket issue. I would always recommend removing the engine to do this work as it is much easier to make a good job, and also recommend changing both sides at the same time. There is an outside possibility that the fault is due to a poor fitting liner ‘O’ ring, which is the only other reason oil and water would mix. This is more difficult to diagnose but would show up more likely on a compression test as a single cylinder down.

Hope this helps.



From Enrico in the UK

"Ciao Biturbisti,

I came across this interesting item for sale on eBay, a new Spearco Air-to-Aiir Intercooler System for an early carburated Biturbo.














Described as being specifically designed for the Biturbo with the 2.5-litre Engine. New, never used or installed NOS if you please. There has been some modification to the intake vents on the airbox ( probably to increase airflow even more) and we included these pieces in case you want to put them back. Otherwise this system is ready to install. It is new, very, sparkling clean and crisp with the model-design label still on it. We believe we have all the pieces, you may need a small rubber connector here or there but we don't think so.

This is a rare find and the best way to cool that intake air that there is. Great find !

We are including the Radiator lowering system brackets and other brackets with this system !

1984-1986 Biturbo Part Number = 99685.

For further information CLICK HERE!

From Daniel in France

"Buonasera Enrico,

Some shots from Retromobile 2013.

I had not so much time to really visit well the show, but I thought it was rather good quality, as well mostly thanks to good dealers like Hall & Hall, Lukas Hüni that always bring amazing cars.

I saw Adolfo Orsi briefly :)

And of course I have obtained a copy of Walter Baumer's book, the photos are amazing (no time yet to read..) and as well Marc Sonnery's book is really interesting.

I will keep you posted.

Best wishes,























From Maserati

The New Maserati Quattroporte is unveiled at 2013 NAIAS in Detroit

14/11/2012 - Detroit

The New Maserati

"Maserati stands today at the edge of an unparalleled strategic and industrial growth that will see our presence in the world rise to 50,000 units a year by 2015. This growth is a challenge for which Maserati has carefully prepared itself and that we all welcome with anticipation.

It is a growth based on those values of style, elegance, quality, performance for which Maserati has been always recognized and praised in almost 100 years of history. This exciting progression will make the new Maserati a true global player with two new production sites in two different continents and a heart solidly planted in Modena, Italy, where our roots are.

It is a growth that will be based on three new models entering two new segments of the automobile market – and it starts with the all-new 2013 Maserati Quattroporte."

Harald Wester, Maserati CEO

Maserati Quattroporte: Italian Design at its Best

"The new Maserati Quattroporte is a high-performance sports luxury sedan that reinterprets the design features of classic Maseratis in a contemporary design language. Its style was born out of the guiding design principles of Maserati: harmony of shapes, dynamism of lines, Italian elegance. More generous in size when compared to the previous model, the new Quattroporte has a design that is at once graceful and sinuous, fashioned to bring out the sporty nature of the car.

Some of the elements characterizing the previous model have been purposely maintained: the front grill, the three side vents, the triangular C pillar. At the same time new style and functional features were introduced: the strong belt line that runs through the entire side of the car giving the new Quattroporte a look and feel that is at once muscular and elegant with frameless doors and three side windows.

Inside, the design of the Quattroporte aims at essentiality, stressing the simplicity of lines and the full functionality of the in-board instrumentation. Functional elements are blended with soft quality surfaces made of prestigious woods and refined leathers."

Lorenzo Ramaciotti, Head of Maserati Design Center

Maserati Quattroporte: All-New Next Generation Powertrain

"The innovative Maserati proprietary engines of the all-new Maserati Quattroporte have all been designed and developed by Maserati and Ferrari engineers in the heart of Italy's motor valley. As a matter of fact, they are going to be produced in the Ferrari plant in Maranello that has been synonymous with cutting-edge technology and passion for well over 60 years.

Passion is indeed the middle name of a whole new generation of Maserati engines that will equip the all-new Maserati Quattroporte and the models that will soon follow her on the market. The passion and state-of-the-art technology that is at the heart of all the new Maserati engines that will be mounted on the next generation of Maserati products have produced engines that are not only more powerful than ever, or more exciting to drive than ever – bust also more eco-friendly than ever before."

Paolo Martinelli, Maserati Powertrain Director

Maserati Quattroporte: Key Technical Features

"Refined technical solutions, an explicit attention to the most challenging targets in terms of performance, comfort, efficiency and safety – these are the key elements of the all-new Maserati Quattroporte.

Maserati engineers have worked - with a competence matched only by their passion – in chassis designing and engineering, weight reduction, ergonomic enhancement to develop a car capable of fitting different powertrain architectures and transmission configurations for the most diverse driving conditions but always maintaining Maserati's trademark best-in-class driving comfort.

The results is the all-new Maserati Quattroporte, a luxury sports sedan that reaches new heights in terms of performance and handling, driving enjoyment as well as respect of the world we live in: the best performance ever in the long history of Maserati's four-door flagship sedan are matched by the unprecedented success in the quest for an eco-friendly automobile. All this done, of course, as you may expect from Maserati, in the spirit of the most severe active and passive safety conditions."

Roberto Corradi, Maserati Vehicle Development Director

The new Maserati Quattroporte

Text and photos courtesy of Maserati SpA
From Enrico in the UK

"Dear Friends,

I hope you can all help !!!

I am planning to put together a simple photographic register of all classic Maseratis; from the A6 1500 Pinin Farina to the Maserati Quattroporte III.

The register will consist of the chassis number, a photos of the car, and a photo of the identification plate housed in the engine bay.

I will be devoting a page to each model; A6 1500, 3500 GT, 3500 GT Spyder Vignale, 5000GT, Sebring, Mistral, Quattroporte, Mexico, Ghibli, Indy, Bora, Khamsin, Quattroporte II, Merak, Kyalami and Quattroporte III.

There will be NO personal information or vehicle history published on these pages. An example of each entry may be seen below.

Looking forward to your co-operation, thank you.


From Cornis in The Netherlands

"Hello Enrico,

Good start of the new year !!!

Here are some pictures of my Barchetta nr LAB to complete your Barchetta documentations. It is the former Appels car from Belgium that I bought from him two years ago.




Maserati Barchetta #LAB at Spa-Francorchamps

Owner/Driver - Cornis Filius (NL)








Barchetta takes a breather !

Barchetta chassis number

Barchetta engine number
From Donny in Croatia

"Hy Enrico,

Firstly Merry Christmas and a Happy New Year, how are you.

I have to say I installed the Lexan headlights and they look really good but today I had a problem with the petrol door. I could not open it with electric button and since it was dark I could not find a mechanical opening in the trunk.

Do not search now on the car can you tell me where it is until I find an electric problem.

Thank a lot.



"Hi Donny,

I can't believe it but:

"No there isn't but the catch is easy enough to operate by putting a screwdriver down between the flap and the body. It's plastic and will bend enough with a little effort to 'pop' the catch." (from Andrea)

My advice is to do this very carefully and wrapping something protective around the screwdriver to avoid chipping off any paintwork. Just be careful !!! I'm amazed that they didn't include a safety opening device.




"Hy Enrico,

Thank you for the Manual, it's very useful.

Thanks also for the advice and for the tip

I never told you to look at my book that I wrote, with my Dad.



From Michael in the USA



I wanted to pass on information about my 1969 Maserati Ghibli. I have decided to sell it at the Gooding and Company Auction in Scottsdale Arizona January 18, 2013 lot #004.

If you know anyone that might be interested please feel free to pass on this information. It is much appreciated!

Please feel free to call me or email me with additional questions.


Lot 004 - A 1970 Maserati Ghibli

Chassis No: AM115*1476* (matching numbers)
Engine No: AM115*1476*
Estimate: US $150,000 - $180,000

Multi award winning Maserati Ghibli including first place at the Monterey Concourse Italiano in 2006 for Best of Marque, best early GT, and Best representation of famed Designer Giogetto Giugiaro. Matching number 4.7 liter 5 speed Maserati Ghibli delivered new in 1969 to a Montreal, Canada executive as a European spec car and in a private collection for over 25 years prior to its restoration in 2004-2005 by renowned Maserati expert Martin Loge in Santa Barbara California whose Maserati’s have won numerous first place awards at the Concourse Italiano. Late transitional model with rare dash configuration having toggle switches high on the fascia panel. Quoted as the “perfect combination” of Ghibli options in Maserati Ghibli in. This vehicle comes with complete original engine performance data and build information from Maserati, extensive history and other documentation including a signed Maserati International Magazine by Keith Martin presenting the 2006 best of Marque award and trophies.

This Maserati Ghibli is in its original color of Metallic Blue (Blu Pervinca) with Black Interior. With less than 49,000 original miles this could be the finest example of its kind in the world. During the restoration all of the mechanical elements were restored as better than new and high detailed and refinished. The Michelin original spec XWX 225/70 15 tires are in as new condition. The exhaust system is stainless steel with new Stainless headers to longer euro specs.

Restoration included a full body restoration and paint, all chrome replated, all new seals, headers, exhaust, front and rear suspension, brakes, and much more. The complete interior has been restored to a very high quality standard with black hides from Italy.

In early 2011 Fabio Collina of Maserati Modena prepared a dossier of factory documentation including copies of the original Certificate of Origin, factory test data, build card, end of line data sheet, and delivery records. In addition to these important records, the sale of this Maserati includes a tool roll, jack, owner’s manual, original sales brochure, restoration photographs, and several magazine articles.

A rare and exciting find in today’s market, this beautifully restored and ideally equipped Maserati is sure to reward the collector in search of a stylish, event-eligible Italian GT. Very difficult to find in such superb condition and specification, a Ghibli such as this is deserving of serious attention.

Options include:

5-speed manual transmission.
Air conditioning.
Power steering.
Electric windows.
4 wheel disc brakes
Rear window defroster
Rear jump seats.

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company


Another exciting Maserati going under the hammer at the Gooding and Company Auction in Scottsdale Arizona on January 18th, 2013 is lot #122, the 1957 one-off factory prototype Maserati 150 GT Spyder, with coachwork by Fantuzzi.

Lot 122 - The One-Off Factory Prototype 1957 Maserati 150 GT Spyder

Chassis No: 03
Engine No: 03
Estimate: US $3,000,000 - $4,000,000

Please note that, in addition to the final bid price and Buyer’s premium, the Buyer of this lot will be responsible for paying an additional 2.5% of the final bid price to cover duties paid on the import of the vehicle into the U.S.

1,994 CC DOHC Inline 4-Cylinder Engine
Twin Weber 40 DCO3 Carburetors
Estimated 190 BHP at 7,200 RPM
4-Speed Manual Gearbox with Synchromesh
4-Wheel Hydraulic Drum Brakes
Independent Front Suspension with Coil Springs and Houdaille Shock Absorbers
Live Rear Axle with Semi-Elliptical Leaf Springs

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company

Gooding & Company



In the eyes of many connoisseurs, few automobiles rival the engineering, craftsmanship, and pedigree of those built by the glorious Italian marque of Maserati, the firm established by five brothers in Bologna in 1914 and taken over by industrialist Omer Orsis in 1937. After WWII, the Orsi family continued to build the company and, by the 1950s, Maserati was at the forefront of international racing, winning major Grand Prix and sports car races.

Of all the cars built by Maserati during the 1950s, the one-of-a-kind 150 GT Spider has proved to be one of the most enigmatic. Unknown to many knowledgeable enthusiasts, this remarkable dual-purpose sports car has remained something of a mystery, and its history has continued to elude historians and experts.

As is the case with many important automobiles, the true nature of the 150 GT was only recently uncovered, following many years of careful research and extensive analysis. What was once an interesting footnote in Maserati history, chassis 03 must now be considered an integral part of the firm’s post-war competition legacy and a spectacular example of sports car development.

To arrive at a complete understanding of this car’s origins, one must start well before 1957 and closely examine the internal workings of Maserati’s legendary racing department.


The beautiful sports car presented here is unlike any Maserati ever built.

The remarkable history of this one-off sports car can be traced back to May 1954, when the Maserati factory team presented celebrated works driver Luigi Musso with a brand-new A6GCS for the XXI Mille Miglia. Significantly, Musso’s new A6GCS was christened with chassis number 2043, the same identity as the car that he raced throughout the 1953 season.

Despite this seemingly unusual circumstance, it is well known that Maserati re-numbered several competition chassis, either in the haste of preparation or, more likely, to remain consistent with entry forms prepared well in advance of a race. As the original 2043 was Musso’s preferred mount for much of 1953, Maserati undoubtedly entered that car for the 1954 Mille Miglia, and this newly prepared A6GCS then assumed the identity of its predecessor.

Piloted by Musso and Zocca, the new 2043 was assigned race no. 500 and departed from Brescia at 5:00 am on May 2, 1954. After an epic 12-hour battle with Vittorio Marzotto’s Ferrari 500 Mondial, Musso’s works A6GCS finished the 1,000-mile contest in 3rd overall and 2nd in Class. Significantly, Musso’s podium finish in the two-liter A6GCS represented Maserati’s best result to date at the legendary Italian road race.

After his extraordinary performance at the Mille Miglia, Musso and the second 2043 continued to achieve tremendous success throughout much of the 1954 season, leading to his second consecutive title of Italian Champion in the 2,000 cc category.

After an overall win at the Gran Prix di Napoli, Musso achieved an outstanding 2nd overall and 1st in Class at the Targa Florio, won at the Gran Prix di Caserta, and took home a 3rd place result at the Grand Prix of Imola.

On June 26, Musso and 2043 appeared at the Gran Premio Supercortemaggiore at Monza. For the high-speed race, 2043 was fitted with a detuned 250F engine; however, lack of real preparation resulted in an early retirement. For the Gran Prix Pietro Cidonio on July 4, Musso was again trusted with the works A6GCS. Although Musso recorded the best lap of the race with 2043, the car once again suffered from mechanical trouble and failed to finish.

Following the Grand Prix Pietro Cidonio, Musso received a new A6GCS Mk. II and 2043 was handed over to Sergio Mantovani for the Coppa d’Oro delle Dolomiti. Still equipped with its 250F engine, the A6GCS captured the overall win, defeating Cabianca’s OSCA MT4 and Gerini’s Ferrari 250 in the process. From there, Cesare Perdisa drove 2043 to a 2nd overall and 1st in Class at the Coppa Consuma.

For the remainder of the 1954 season, Valenzano was entrusted with 2043. Echoing the performances of Maserati’s other works drivers, Valenzano drove the A6GCS to a 5th overall at Aosta-San Bernardino and an outright win at Borzonasca-La Squazza.

After its final outing at Borzonasca-La Squazza, 2043 seemingly disappeared from sight. Those in the racing department at Maserati knew that their well-used works A6GCS had simply found a new use.


In spring 1954, with the 250F dominating Grand Prix racing and a new breed of fourcylinder sports cars challenging the two-liter category, Maserati began to work out the details of a new model to contest the World Sportscar Championship.

Realizing that their two-liter offerings stood little chance against the might of Ferrari, Jaguar, Mercedes-Benz, and Aston Martin, Maserati envisioned a sports car that combined the balance of the A6GCS with the power of the 250F Grand Prix machine.

Despite their ambitious plans, financial constraints were always a consideration at Maserati and, rather than introduce a completely new model line, the racing department looked to develop their well-proven A6GCS into an outright winner.

With this in mind, the engineers at Maserati spent the remainder of 1954 modifying the original A6GCS chassis until they arrived at the basic 300S platform. By the time the definitive 300S was unveiled, all that it shared with the A6GCS was its front suspension.

In the first stage of development, Maserati modified an A6GCS to incorporate a detuned 250F engine, 250F drum brakes, larger wheels, longer wheelbase, right-hand-drive steering, and revised bodywork distinguished by an extended nose, covered headlamps, and long doors. Maserati entered this experimental car – internally designated 001 – in the 1954 Mille Miglia, where Mantovani drove it under race no. 537. With only a month of development under its belt, the new car retired just after Ferrara and was eventually returned to its original A6GCS configuration.

In the second stage of development, the racing department constructed a new prototype chassis that was, in essence, a strengthened version of the 150S and 200S space frame. As would be expected, this chassis was internally designated 002. Also utilizing many 250F components, this car was entered in the 1954 Gran Premio Supercortemaggiore at Monza, where it performed very well, maintaining 2nd place until retiring in the final laps. Interestingly, this car was not entered in another race following its promising debut, but was instead used to test new six-cylinder engines.

It was in the third and final stage of development that Maserati ultimately arrived at the official 300S prototype. This third proposal represented the last time that the Maserati racing department decided to develop a new model from an existing A6GCS. Internally designated 003, this experimental car was based on chassis 2043, the aforementioned A6GCS that had scored many important victories throughout the 1954 season.

After being retired in August 1954, 2043 was again fitted with a 250F engine and further modified when the remainder of the original driveline was replaced by a 250F clutch, driveshaft, four-speed transaxle, and De Dion rear end. In the development process, Maserati made a logical progression, from a live-axle arrangement in 001, to a De Dion rear end in 002, before ending up with the advanced transaxle arrangement of 003.

Deemed to be faster than either of its two predecessors, 003 showed great promise, but the revised A6GCS chassis ultimately proved inadequate. As a result, extensive chassis revisions were undertaken until Maserati arrived at the definitive 300S design. Sporting an all-new body – much sleeker in appearance than its predecessor – and a right-hand-drive steering configuration, 003 had successfully completed the transformation from an A6GCS to the first true 300S prototype.

On December 5, 1954, Jean Behra performed the final tests on 003 and, soon after, Maserati began gearing up for 300S production.

No longer having any use for 003, the racing department eventually stripped the prototype of its mechanical components and coachwork. Following some minor modifications, including a conversion from right- to left-hand drive, the 300S prototype body was eventually mounted on a left-hand-drive A6GCS, chassis 2099.

The bare frame of chassis 003, almost identical to that of the production 300S, remained in the racing department for some 18 months before Maserati discovered yet another use for their old warrior.


By 1956, Maserati was in need of a new road-going sports car to replace its limited production A6G/2000.

Within the company, opinions were divided on the best way to move forward. Those with a more practical mindset were convinced that a mass-production gran turismo was needed, while the purists believed that Maserati ought to remain an exclusive manufacturer of highperformance sports cars.

In order to better explore their options and appease both sides, Maserati developed two proposals in parallel – a four-cylinder sports car and a six-cylinder gran turismo.

While the development of the gran turismo was left in the capable hands of Chief Engineer Giulio Alfieri, the sports car project was entrusted to Maserati’s racing department. In an effort to keep costs to a minimum and make use of existing resources, the engineers once again turned to chassis 003, which had already served the company well as a successful A6GCS sports racing car and the basis for the 300S prototype.

The chassis, which had been lying unused in the racing workshop since December 1954, was taken out of storage and work began on a four-cylinder sports car prototype called the 150 GT Spider.

As evidenced by the factory build sheet for chassis 003, the 150 GT Spider was constructed in late 1957 utilizing a remarkable combination of Maserati’s finest components.

Starting with a foundation similar to that of the successful 300S sports racer, Maserati revised the chassis to accept a full-race 150S engine, an A6G/2000 gearbox casing, a 200S prop shaft, and an A6GCS rear-end assembly. The front suspension and hubs remained virtually unchanged from their original A6GCS specifications; however, the front brakes were sourced from a 250F, and the steering mechanism combined 250F and A6G/2000 components. Other interesting features included a 200S radiator, A6GCS rear brakes, a 150S oil pump, and a new wet-sump lubrication system better suited for road use.

Though the factory build sheets record the chassis no. as 003, the stampings on the car itself carried just two digits, and the 150 GT Spider has always been known simply as 03.

After the experimental chassis was completed at the racing department, the design of the 150 GT Spider was entrusted to Carrozzeria Fantuzzi, Maserati’s preferred coachbuilder for its sports racing and grand prix cars. The design of this one-of-a-kind Spider was almost certainly inspired by the coachbuilt A6G/2000s and features many of their stylistic elements.

Constructed in lightweight aluminum, the Fantuzzi coachwork bears similarities to the exclusive A6G/2000 Frua Spiders, although the beautifully crafted front grille appears to have been influenced by Zagato and the fender vents seem to have been lifted from an Allemano body. While Pietro Frua has been given credit for the design of the 150 GT Spider, it is more likely that the craftsmen at Carrozzeria Fantuzzi admired his work and developed their own variation to suit the overtly sporting character of chassis 03.

Finished in Avorio (ivory) with Marrone (brown) upholstery, the 150 GT Spider maintained the right-hand-drive configuration of the 300S prototype and was specified with a painted dashboard, anti-dazzle interior mirror, and English instruments, as well as a full convertible top and roll-up windows.

Completed in late 1957, the 150 GT Spider was an exquisite coachbuilt road car with the performance and pedigree of a thoroughbred racer. By any standard of the day, the engineers at Maserati had created a truly sensational sports car.

Sadly, the car’s remarkable quality and specification was its very undoing. Far too complex and expensive to build in any significant numbers, the 150 GT prototype was deemed unviable, and Maserati management decided to move forward with the comparatively mundane 3500 GT.

Ultimately, the decision proved to be in Maserati’s best interests. Throughout the late 1950s and early 1960s, sales of the 3500 GT generated a consistent income, and the firm assumed a new role as builders of elegant, upscale road cars. In fact, by the late 1960s, Maserati had all but disappeared from motor sports.

With no plans for its future, the 150 GT Spider remained sequestered in the factory’s racing department where it could be safely stored out of the public eye.

Nevertheless, the unusual Fantuzzi-bodied sports car managed to arouse the curiosity of visitors to the Modena factory, and several photographs exist that show the sole 150 GT surrounded by the latest Maserati offerings, from sports racers to production 3500 GTs.

On rare occasions, Maserati made the 150 GT Spider available to important clients and influential journalists. As late as July 1959, the motoring press reported, “The 1500cc 4-cylinder Grand Turismo has been pulled out from under the dust sheets and given two days of testing on the autodrome and in the mountains. The Orsis still hope that eventually they will have this car in mass production.”

After its final public demonstration, Officine Alfieri Maserati issued the Certificate of Origin for chassis 03. Dated October 31, 1959, this factory record confirms the 150 GT Spider’s status, stating that the car is a “Unique example – Prototype.”

Around this time, a deal was reached for the 150 GT to be sold to the newly appointed British Maserati agent Colin Murray of Fleetwood, Lancashire. The news of the sale even reached Motor Racing magazine, which reported, “Colin Murray has been appointed Maserati distributor for Great Britain… One demonstration car has already gone to England in company with the 1500cc Gran Turismo prototype.”

Because the factory delivery note – dated March 10, 1960 – records the means of transport as “buyer’s own,” it is believed that legendary journalist Hans Tanner collected the right-handdrive 150 GT from Modena and drove it across the continent en route to England. According to Tanner’s description, the prototype had not been fully sorted for road use, making for a somewhat challenging journey.

By the end of 1960, Murray had sold the 150 GT to Mr. Harrison, and the car was subsequently registered in Great Britain as “3 CLP.” The distinctive Maserati next appeared in November 1966, where it was offered for sale in Motor Sport with a £1,400 asking price.

While little is known of the following owner, Mr. Blythe, it is believed that the 150 GT remained in private UK ownership and received some minor restoration work at McKenzie Guppy Ltd. in Dorset in the early 1980s.

By 1989, chassis 03 was owned by Graham Walker, a resident of Jersey, Channel Islands. In 1993, Mr. Walker traded the Maserati to a German collector in a deal that involved an Aston Martin DB4 GT.

Throughout the 1990s and into the early 2000s, the Maserati remained in the care of its private collector where it was largely untouched. With the exception of a feature in Lewandowski’s Maserati Spyder and special appearances at the unveiling of the new Maserati 3200 GT Spider in Modena and Milan, the 150 GT Spider remained relatively unseen.

Since the current owner acquired the 150 GT in 2006, this unique car has undergone a spectacular makeover.

Although the Maserati was in good overall condition when it arrived in the consignor’s stable, he decided to return the prototype 150 GT to its original glory. From there, a complete, no-expense-spared restoration was performed over a three-year period.

The lengthy restoration began with a complete disassembly process, during which the chassis and coachwork were stripped to bare metal, allowing for a meticulous examination for authenticity and condition.

The Maserati – both frame and body – was then placed on a jig to better control the correct alignment of chassis pick-up points and the exact spacing of the body panels.

Once repaired as needed and treated with anti-corrosive primer, the car was painted with extreme care. As per the original build sheet, the exterior of the 150 GT was refinished in Avorio, with the engine bay and chassis finished in the appropriate light gray. The interior was then trimmed in leather hides, individually selected and custom dyed to match the as-delivered color, and a new soft top was sewn to exacting original specifications.

The Fantuzzi coachwork was painstakingly finished with NOS fittings, freshly plated chrome brightwork, and four new bumpers fashioned on wooden bucks to the exact original specifications. As the beautifully made grille had been lightly modified over the years, the missing “moustache” trim was recreated using archival photographs for reference.

As the cosmetic restoration was being carried out, the mechanical components of chassis 03 were entrusted to leading European and UK specialists.

The original matching-numbers engine was sent to recognized Maserati expert Steve Hart in Norfolk, England, for a complete rebuild. This meticulous process saw the engine rebuilt from the bottom up to full competition specifications using the best internal components available. As drivability was a primary focus, the engine was bored to two-liters, greatly improving low- to mid-range torque and low-speed tractability. Following its build, the engine was dyno-tested and a thorough running-in process was undertaken.

The type A6G/2000 gearbox was sent to well-known Italian specialist Corrado Patella, where it was comprehensively overhauled to ensure smooth and reliable operation. Additionally, the rear end, suspension components, and braking system were all restored or rebuilt as needed before returning to the chassis.

With the major mechanical components restored to a consistently high standard, a new clutch assembly was installed, a periodcorrect side-exit exhaust was fabricated, and a new wiring harness – manufactured to exact original specifications – was fitted. As a finishing touch, all five Borrani wire wheels were refurbished and mounted with period-correct Blockley racing tires.

Following the final assembly process, the 150 GT was shipped to Mr. Hart for fine-tuning, suspension alignment, and a thorough inspection of the major mechanical components.

Throughout the entire restoration process, great care was taken to document the car’s unique features and verify the authenticity of its competition-derived components.

In fall 2007, the current owner enlisted the expertise of respected marque authority Adolfo Orsi to conduct further research into the history of this one-of-a-kind Maserati. After obtaining pertinent documents from the Maserati factory archives, Mr. Orsi travelled to inspect the car in person. The timing of the inspection could not have been better, as the 150 GT was partially dismantled and undergoing restoration.

Although the Maserati build sheet reported that the chassis was a “200 S frame modified by us,” it soon became clear that this was far from the truth. When compared to original technical drawings of the 200S frame, the 150 GT Spider possessed many significant differences.

With his interest piqued, Mr. Orsi further researched the car and in April 2012 performed a second inspection, this time with the help of Ermanno Cozza. From there, the chassis characteristics of all the contemporary Maserati sports cars (A6GCS/53, 150S, 200S, 300S, and the unique 250S) were compared to the 150 GT Spider.

After a careful examination, Mr. Orsi confirmed that the chassis was originally used as the basis for an experimental sports car which, during its development, was modified several times.

Further attesting to this car’s rich and exceptional history is an extensive file of documentation that includes copies of the original Maserati build sheets, Certificate of Origin, delivery statement, restoration records, correspondences, archival photos, and an inspection report produced by Mr. Orsi.

In summary, the 150 GT Spider is a Maserati with tremendous historical importance and a wealth of unique qualities.

In a state of continuous evolution from 1954 to 1957, and then a fixture in the factory race shop from 1957 until its sale in 1960, chassis 03 was both an integral part of Maserati’s factory racing program and a prototype for a competition-derived sports car.

Since being restored to its original splendor, this matching-numbers, original-bodied Maserati has not been shown, displayed, or judged at any concours and is eligible for virtually every historic event around the world. With approximately 190 hp and a curb weight of just 1,850 lbs., the 150 GT offers brilliant acceleration, outstanding performance, and an unforgettable exhaust note. Formidable competition for any sports car of its era, this Maserati is also capable of relaxed, open-air touring, making it an ideal candidate for exclusive rallies from the Mille Miglia to the Colorado Grand.

From its splendid Fantuzzi coachwork down to its experimental competition-spec chassis, the 150 GT is a singular expression of automotive excellence and a proud testament to the creativity and passion of its maker. Constructed at the height of Maserati’s golden age, this one-of-a-kind 150 GT represents the very best of Italian engineering and design of the 1950s.

The fortunate new owner of this 150 GT Spider will be acquiring an exceptionally rare and important prize.

Text and photos courtesy of Gooding & Company

From Enrico in the UK

Whilst surfing the internet over the weekend, I came across this wonderful example of the Maserati Khamsin, that fabulous grand tourer designed by the gifted talents of Bertone. One of the truly great Maserati GTs.

I would like to thank Stuart of International Auto Group ( for allowing me to publish these photos.





















From John in the UK

"Good morning Enrico,

I would like to inform your members about a charitable event in Italy. This event is in March 2013 and hopefully that will give more time for consideration.

Also I would clarify that this is not a commercial venture for me I am only facilitating the entry process for my Friends organising the vent in Italy.

It is a regularity event for cars up to 1993.

Any profits from the event will go to the fund for those people affected by the earthquake in Emilia Romagna in 2011.

I hope to get approx. ten cars to travel for the event and I think it is a great opportunity not only to go and spectate at a classic car ‘meeting’, but actually be able to participate without too many formalities.

If you, could give it some space on your web site I would be grateful, or should any of your visitors like more information please do not hesitate to contact me.

John -"





From Dave in the UK

"Hello there,

I am dealing with a Ghibli in the UK.

It was first registered in 1997 abroad and first registered in UK 2008.

It is black with black interior.

2790 cc automatic transmission.

Chassis No: ZAM336B00*00400145*.

Engine No: 400817.

Right-hand drive with odometer in kms - think it came from Hong Kong.

Currently valid on the road.

More details and photos in the










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