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 Quattroporte I - 2a serie
You can click on some pictures for a better view!!
From Ben in Denmark

"Hi Enrico,

I am sending you photos of the latest addition to my little Maserati collection: A 1962 5000 GT by Allemano (#AM103*046*). It fits in nicely in my family of V8 Maseratis (Coupé Cambiocorsa, Shamal and Ghibli SS).

Please note the FRIGIKAR panel in front of the gear selector. I have been told that mine is the only 5000GT to have air-conditioning installed by the factory. The air-conditioning unit is located in the trunk (see the pictures below).


















Top Marques Monaco 2007

At last year’s Top Marques Monaco event the world witnessed the birth of a new automotive species, the Antas (it means "Eagle" in the Etruscan language): timeless, graceful, perfectly proportioned lines, exclusive workmanship for a dream come true.


"Faralli and Mazzanti, otherwise known as F&M, displayed this classic-look Antas V8 sports car at the exclusive and high-profile Top Marques show in Monaco in April last year, as a one-off.

The sports car was conceived two years ago by the team of classic car restorers whose usual work is returning legendary Italian sports cars from marques like Cisitalia and Maserati to their former glory.

The Antas features styling cues from such classic icons as the Bugatti 57, Talbot-Lago, and 1950's Maseratis, but will have a more muscular look. It means that there will be new carbon-fiber body parts and carefully chosen sporty wheels and tyres.

The original Antas No.1 was was powered by a Maserati-sourced 310-horsepower V8 engine that came straight from a 1966 vintage Maserati Quattroporte. Visitors to the Faralli and Mazzanti website ( will note that each 'Antas' will be available with a different powertrain, potentially chosen from any front engine/ rear wheel drive configuration; Maserati, Ferrari, Aston Martin, Mercedes SL, Jaguar etc."


"We’ve got news for you: in one year the Eagle has grown up and is now ready to spread her wings and fly for the first time. And she is hungry.

The beautiful, sleek lines of the original Antas have been reinterpreted into a more muscular look. Bespoke carbon fibre parts, new wheels and tyres as well as other aesthetical/functional developments highlight this new styling direction for a perfect balance between form and function.

The Atelier F&M invites you to meet the new Antas at Top Marques Monaco 2007 (19th - 22nd April).

For more information, please contact

Mr. Mino A. Camilotti.

Managing Director - F&M Auto
Tel: +39.340.171 7770




















ALL photos are the sole copyright of F&M Auto

From Mehmet in Turkey

"Buono notte Enrico...

MC-12 in the shade... MC-12 in the showroom... and... The sleeping MC-12 Family....







Seems like a cat has taken a liking to the MC-12!!!

Now we can't blame her for that!!

At first there were two...

... and then there were five!!!

"Buona notte Enrico,

Queste foto del mio amico Volkan TANJU... un dottore speciale con macchine sportive....

La Maserati Ghibli con un motore LS-7 della CORVETTE, 675 CV, 7.1 litri, 0-100 kph in 3.0 secondi!

Massima velocita 350 kph. Molto veloce!!!!




Volkan Tanju with his Corvette powered Ghibli








GM's LS7 ENGINE: The Largest, Most Powerful Small-Block Ever Built

DETROIT - From its inception 50 years ago, GM's small-block V-8 has been a mainstay and favorite of the performance world. Nothing, however, in the production history of this respected eight-cylinder icon comes close to matching the performance of the all-new, 505-horsepower LS7 small-block.


The standard GM 505bhp LS-7 7.1-litre V8 engine

Racing technology transfer takes production engine performance to new heights
Racing-derived CNC-ported aluminum cylinder heads
Each engine assembled by hand by a single, specially-trained builder

GM Powertrain, using valuable data gleaned from the factory-sponsored Corvette C5R racing program, developed the LS7 with many competition-derived components and design features. It takes production small-block performance to an unprecedented level while demonstrating the continuing adaptability of the engine's compact, cam-in-block design. It is, quite simply, the largest, most powerful production small-block V-8 GM has ever produced.

The LS7 displaces 7.0 litres - 427 cubic inches - and is standard equipment in the 2006 Corvette Z06. It is identified by red engine covers and is based on the new Gen IV small-block architecture.

Unlike the previous Corvette Z06 engine, the LS7 has a separate and distinct engine block casting and reciprocating assembly than the base Corvette engine. And when compared to the LS2, it has a different front cover, oil pan, exhaust manifolds and cylinder heads. The unique block accommodates large-displacement cylinders, while other components make use of racing-derived lightweight components to help boost horsepower and rpm capability.

The LS7's specifications are significant for a production engine:

505 horsepower @ 6200 rpm
475 lb.-ft. of torque @ 4800 rpm
7000-rpm redline
Unique engine block with larger 104.8-mm (4.125-inch) bores and pressed-in cylinder liners
Forged steel crankshaft with 101.6-mm (4-inch) stroke
Titanium connecting rods
Cast aluminum flat-top pistons
Racing-derived CNC-ported aluminum cylinder heads with titanium intake valves and sodium-filled exhaust valves
Dry-sump oiling system
11.0:1 compression ratio
Camshaft with 15-mm (.591-inch) lift
Hydroformed exhaust headers with unique "quad flow" collector flanges.

All LS7 engines are assembled by hand at GM's new Performance Build Center in Wixom , Mich. The exacting standards to which they are built include deck-plate boring and honing of the cylinders and even crank line-boring of the block with the deck plates and side bolts installed - procedures normally associated with the building of racing engines and almost unheard of in a production-vehicle engine.

"In many ways, the LS7 is a racing engine in a street car," said Dave Muscaro, assistant chief engineer of small-block V-8 for passenger cars. "We've taken much of what we've learned over the years from the 7.0-liter C5R racing program and instilled it here. There really has been nothing else like it offered in a GM production vehicle."

Indeed, the LS7's engineers spent as much time at racetracks as they did at engine dynamometers. Everything from the cylinder heads to the unique dry-sump oiling system has a direct line back to the racing program. But while the LS7 has racing roots, it delivers its performance with uncompromising smoothness and tractability - qualities that make the Corvette Z06 a daily-drivable supercar.

Cylinder Block & Reciprocating Assembly

The LS7's competition-proven construction is exemplified in the cylinder block and reciprocating assembly, where an all-new aluminum block casting is used to provide room for its large, 104.8-mm-diameter (4.125-inch) cylinder bores. Inside the cylinders, aluminum flat-top pistons deliver an 11.0:1 compression ratio. They're connected to a precision-balanced forged steel crankshaft with a 101.6-mm (4-inch) stroke via lightweight titanium connecting rods.

The titanium rods weigh just 480 grams apiece - almost 30 percent less than the rods in the LS2 V-8. Besides being lightweight, which enhances high-rpm performance and rpm range, titanium makes the rods extremely durable. And as with features like deck-plate honing, the use of premium titanium connecting rods typically is seen only in all-out racing engines.

Other details of the cylinder block assembly include pressed-in cylinder sleeves and forged steel main bearing caps. Pressed-in cylinder sleeves are used to allow the large 104.8-mm bore while the six-bolt, doweled-in-place CNC-machined forged steel main caps offer the superior strength required at the LS7's power level. The smaller-displacement LS2 engine (101.6-mm bore x 92-mm stroke) has cast-in cylinder sleeves and powder metal main caps.

Dry Sump Oiling System

The LS7 has a dry-sump oiling system designed to keep the engine properly lubricated during the high cornering loads the Corvette Z06 is capable of producing. An engine compartment-mounted 8-quart reservoir delivers oil to the engine oil pump under the demanding conditions of cornering loads in excess of 1 g.

Oil circulates through the engine and down to the oil pan, where it is sent back to the reservoir via a scavenge pump. The large-capacity reservoir, combined with a high-efficiency air-to-oil cooler, provides necessary engine oil cooling under the demands of the engine's power output. With the dry-sump system, oil is added to the engine via the reservoir tank - which includes the oil level dipstick.

The LS7's dry-sump system was developed and tested on racetracks in the United States and Europe , including Germany 's famed Nürburgring. And while common in racing cars, the Corvette Z06 is one of just a handful of production vehicles - and the only production Corvette - to ever incorporate such a high-performance oiling system.

Cylinder Heads

The LS7's CNC-ported aluminum cylinder heads are all-new and designed to meet the high airflow demands of the engine's 7.0-liter displacement. Airflow has increased 25 percent compared to the base Corvette's 6.0-liter LS2 V-8.

To ensure optimal, uninterrupted airflow, the LS7 has straight, tunnel-like intake runners. Very large by production-vehicle standards, the ports are designed to maintain fast airflow velocity, providing excellent torque at low rpm and exhilarating horsepower at high rpm. Their design is yet another legacy of the Corvette C5R racing program.

The heads feature 70-cc combustion chambers that are fed by huge, 56-mm-diameter titanium intake valves. The lightweight titanium valves each weigh 21 grams less than the stainless steel valves used in the LS2, despite the valve head having 22 percent more area. They are complemented by 41-mm sodium-filled exhaust valves (vs. 39.4-mm valves in the LS2). To accommodate the large valve face diameters, the heads' valve seats are siamesed; and, taken from experience with the engines of C5R racecars, the LS7's valve angles are held at 12 degrees - vs. 15 degrees for the LS2 - to enhance airflow through the ports.

"The heads are simply works of mechanical art," said Muscaro. "We left nothing on the table when it came to ensuring the best airflow through the engine."

Complete CNC porting of each cylinder head is performed on state-of-the-art five-axis milling machines, which carve out the intake ports, exhaust ports and combustion chambers with mathematical precision. In comparison, the LS2 features cast aluminum heads that require minimal finishing operations.

Camshaft, Exhaust & Other Features

A unique hydraulic roller camshaft actuates the large valves, giving them the time needed to bring in the air/fuel mixture and clear out the exhaust from the LS7's large air passages. Based on C5R racing experience, the LS7's cam has an all-new profile that provides .591-inch lift (15 mm) on both the intake and exhaust valves - almost .066 inch more than the LS2's already stout .525-inch lift specs.

To accommodate the extremely high valve lift and the large ports, 1.8:1 roller rocker arms - offset on the intake side - and raised valve spring seats are used. In contrast, the LS2 has 1.7:1 conventional roller rockers.

Like other Gen IV V-8 engines, the LS7 uses a composite, three-piece friction-welded intake manifold, although its passages are tuned to support the engine's considerable airflow requirements. The manifold is fronted by a 90-mm-diameter single-bore, electronically controlled throttle body. Higher-capacity, five gram/sec fuel injectors also are mounted in the manifold assembly. Like the LS2, the LS7 has a returnless fuel system that enhances both power and emissions performance.

On the exhaust side, racing-style hydroformed steel tubular exhaust headers are used. The individual header tubes meet at a special quad-outlet collector flange at the very tip of the header outlet where they smoothly enter into a "wide-mouth" catalytic converter. This system design approach greatly contributes to the Z06's backpressure. The four rectangular sections of the flange smooth the exhaust flow out of the engine.

Hydroformed exhaust headers are unique to the LS7 and are a specialty even among racing engines.

Built By Hand

Assembly of every LS7 engine is performed by hand by a dedicated team member at GM's new Performance Build Center . The engines are pushed through approximately 15 sub-assembly stations, where only the components and tools necessary to complete the station's task are on hand. Tools such as electric torque wrenches provide repeatable accuracy for the engine's precise tolerances, while the eyes of the specially trained team members provide intangible attention to detail.

Team members are engine-build specialists selected from GM's experimental engine lab, and they complete about 30 LS7 engines per day. Upon completion, each engine is balanced and subjected to a 20-minute heat test. It is then transported to the Corvette Assembly Plant in Bowling Green , Ky. , to be married with a new Corvette Z06.


The Turnkey Engine Supply 630bhp LS-7 7.1-litre V8 crate engine starting at US $21,900.00

"Buona notte Enrico,

Ti mando foto, Primatist...L'unica Primatist in Turchia.

Unico proprietario, solo 22.000 km. Molto molto buono...










From Gert in Belgium

Quattroporte SM"Deluxeblog ci ha segnalato questa "particolare" Quattroporte SM realizzata dallo Studio M.

Ecco alcuni dettagli: sono stati rivisti i paraurti per rendere il muso della macchina più aggressivo, l'abitacolo è stato impreziosito da un nuovi rivestimenti e da sedili in pelle trattata con un particolare effetto antichizzato. Gli inserti di seduta e schienale ed i pannelli porta rivestiti con pelli di struzzo tono su tono, ma sono disponibili allestimenti in pelle di coccodrillo, caimano, serpente, squalo o galuchat. Console, tavolini e tutte le parti in radica hanno poi subìto un trattamento mediante laccatura a caldo effettuata a mano in colore nero profondo, rivestito con resina acrilica ceramicata.

Sono anche disponibili rivestimenti in tessuto d'oro a fili intrecciati con uno o più effetti. Il pomello del cambio e tutti gli inserti in genere sono realizzabili a richiesta con 48 diversi tipi di pietre preziose. La verniciatura è stata realizzata con un smalto formulato sulla base di pigmenti micacei e xirallici ai quali sono state aggiunte polveri micronizzate di oro giallo a 24 K.

Vi basta?"


Quattroporte SM"Deluxeblog has spotted this 'unusual' Quattroporte SM created by Studio M.

Here are a few details: the front bumper has been modified to give the car a more aggressive appearance, the interior has been re-trimmed with the seats re-upholstered in leather treated to give an 'antique' effect. The seat and back inserts and door panels are upholstered in ostrich skin, but are also available in crocodile skin, alligator skin, snakeskin, sharkskin or Galuchat. The centre console, occasional tables and all wood trim have been coated with a deep black coloured hot lacquer applied by hand, and then covered with a ceramic acrylic resin.

Also available are coverings in a gold fabric interlaced with single or multiple gold threads according to choice. The gear knob and all switches are available from a selection of 48 types of precious stones. The bodywork has been sprayed with an enamel formulated on a metallic pigment to which has been added microscopic grains of 24 carat yellow gold.

Is it good enough for you?"






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