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 Biturbo S
You can click on some pictures for a better view!!
From Steve in the USA

"I’m looking for a picture that was published in the 2006 Viale Ciro Menotti #88 issue. It's from the 2005 Pocono May track event, it’s a small picture of a Red/Yellow Ferrari 355 challenge.

Is there someway you can scan this page and email it to me (as a picture)?

Thanks for your time, I greatly appreciate it.




"Hi Steve,

Unfortunately, I don't have that particular issue. Perhaps there is someone out there who who has and could send it to me and I will pass it on.



From Bob for Maseratisti in the USA and Beyond!!

Le Belle Macchine d'Italia is the largest 3 day Italian automotive event in North America.

The 2006 edition will be the 20th annual gathering of owners of Italian cars taking place in the beautiful Pocono Mountains of Eastern Pennsylvania.

The dates are June 23 - 26, 2006. The host hotel & Concorso site is The Skytop Lodge in Skytop, PA. The Driving Event will take place at Pocono International Raceway on June 25th & 26th with Professional Instruction from the Stockcar Racing Experience.

Working together with the representative manufacturers, dealers and clubs, the Italian Cars Group has established Le Belle Macchine d'Italia as the premier Italian automotive event in the Northeast.

The Concorso d'Eleganza at Le Belle Macchine d'Italia brings together the some of the finest examples of Italian "Macchine" in the world. The participants are categorized by marques representing Alfa Romeo, Bizzarrini, DeTomaso, Ferrari, Fiat, Iso, Lamborghini, Lancia, Maserati, Motorcycles, and an Open Class.

The judging for awards is performed by clubs representing each marque. Each marque is divided into classes and evaluated under standards set by the individual clubs. The class winners within each marque are then judged against one another for the honor of "Best of Marque".

The winners of the "Best of Marque" are then presented to the Board of Directors of Italian Cars and the Event Officials. From these finalist is chosen a winner of the Coppa d'Bella, Best of Show. The Concorso d'Eleganza is the only event during Le Belle Macchine d'Italia that is open to the public.

This year's event will feature:

Lamborghini Owners National Meet sponsored by Automobili Lamborghini
Maserati Owners National Meet sponsored by Maserati Club International
Historic Maserati Reunion sponsored by Sports Car Market Magazine
East Coast Annual Ferrari Meet sponsored by Ferrari of Central New Jersey
Iso Bizzarrini Owners East Coast Annual Meet sponsored by IBOC
DeTomaso Owners East Coast Annual Meet sponsored by PONE & EPA
Lancia 100th Anniversary Celebration sponsored by American Lancia Club
Alfa Romeo Owners East Coast Annual Meet sponsored by AROC NJ

Further details at The website is

From Inside Line

AHLEN, Germany — Edo Competition, which specializes in high-performance Porsches (not to mention Ferraris and Lamborghinis), has created a super-fast edition of the Maserati MC12 for a wealthy German enthusiast.

Owner Edo Karabegovic managed to squeeze 700 horsepower out of the 12-cylinder engine, after modifying the valvetrain, induction and exhaust systems and the engine electronics. The gearbox also has been beefed up to handle the additional torque. Testing at Hockenheim produced track speeds in excess of 230 mph.

Edo fitted bigger brakes with ceramic discs, as well as a fully adjustable suspension, and replaced the stock Pirellis with Bridgestones. The tuning house also applied faired-in headlamps and an attention-getting paint scheme.

For more information, check out Edo's Web site.

This is a Maserati that outguns the Ferrari Enzo — unfortunately, it's only a one-off.


The Edo Competition MC12 - photos courtesy of Edo Competition




From David in Australia

"Hi Enrico,

I am sorry for starting some confusion I believe you are correct.... and I may be mistaken. Bira's Maserati used the number 1 in New Zealand !

The background of the photo looks exactly right, because the area at Ardmore is identical, green fields, green hills etc. etc!

Molto apologetica !

I will gladly call you in August, when I am going over to the Goodwood Revival - and I would enjoy paying for my mistake with a excellent glass of vino for you!

Here is an interesting photo for you. It is a photo I personally took at Leguna Seca in 1989, of Stirling Moss driving "his" 250F #2508. You can use this photo any way you want.

I will send you some of my Maserati photos.




Stirling Moss driving "his" Maserati 250F #2508 at Leguna Seca in 1989

"Hi Dave,

I think we can manage 'una bottiglia o due' for that matter!

Looking forward to meeting up with you,



(AGE) MILANO - La supersportiva dell'Alfa Romeo 8C Competizione, entrera' tra non molto in produzione per essere venduta nel corso del 2007, lo ha deciso l'amministratore delegato del gruppo Fiat Sergio Marchionne. Lo annuncia il mensile Automobilismo nel numero di maggio che sara' in edicola a giorni. Nell'articolo - informa una nota - viene ripercorsa la storia di questo prototipo esposto in anteprima al Salone di Francoforte del 2003 e fortemente voluto dallo stesso Marchionne. "L'auto avra' meccanica di derivazione Maserati con motore V8 di 4,2 litri, oltre 400 cavalli e trazione rigorosamente posteriore. Solo 500 gli esemplari previsti, 250 coupe' e 250 spider, a prezzi che si dovrebbero attestare tra i 120 mila e i 140 mila euro".

The super sporty Alfa Romeo 8C Competizione, will soon enter into production for sale during 2007, so decided Sergio Marchionne, CEO of the Fiat Group. It will be announced in the May issue of the magazine 'Automobilismo' due to be published in a few days. The article - so I am told by an informed source - tells the story of this prototype first shown at the Frankfurt Motor Show in 2003 and strongly championed by the same Marchionne. "The car will have mechanics derived from Maserati with a 4.2-litre V8 engine, over 400 bhp and rigorosamente rear-wheel drive. Only 500 examples are proposed, 250 Coupé and 250 Spider, and they will be priced between 120,000 and 140,000 euro".

From Richard in the UK


I noticed that on 'Page 83' Roger from the UK posted that he'd been to Goodwood for the breakfast club event on 2nd April. He mentioned that he'd heard there was an Indy there but didn't get a photo. I was there with a bunch of friends in our Ferraris - in fact my car is in photo 10 "amongst the red mist" - the rightmost F355. I also own a Maserati Ghibli II so I was spoilt for choice on that particular day - I didn't see another one there so had I taken it instead of the Ferrari I dare say it might have been the only one present.

Attached is a picture of the Indy I think Roger missed.

When I get a moment to take some I'll send some pics of my Ghibli in.




The missing Indy!!

"Hi Richard

Thank you so much for taking the trouble to send me your photo of that Indy.



From Andrew in the UK

"Hi. Me Again.

Just wondering if you can help identify an engine I have. I came across another Maserati Indy RHD that was an abandoned project. I bought it and brought it back on my trailer and a van.

The engine is not the Indy engine but from another Maserati. It's a 4.9 Litre V8 it has the same air box as the Indy but the air/con compressor is mounted low down on the side of the engine and the oil filter housing is at right angles straight out from under the block. It does not have the Indy water pump housing but a standard water pump affair.

I think it's a Quattroporte engine but I am not sure which year.

I Know the engine to be good. If you know of anyone that may need and engine inc carbs etc. Let me know. I have no idea on the value. maybe you can enlighten me a bit.

I also have some V8 headers, spare used pistons plus other bits.

I also have a 99% complete black leather interior for the Indy, dials, guages, dash, etc.

Just a suggestion... but as your site is so so popular and spares for Maseratis are so unobtainable could you consider having a swap shop or spares available listing?

I know it may be a bind to keep up to date but I feel it may be a good thing. Especially if you charge a small commision for maintaining the pages.

Many thanks.. keep up the good work.




If you're interested in any of these spare parts, drop me a line and I'll put you in touch with Andrew.



From Emilio in Spain

"Hello Enrico,

I want to tell you that the Cup number 30 is now in Spain.

I bought Mr Koen´s car in Belgium last December. (so it vis no longer for sale, as it appears in your page “Maseratis for sale”).

The car was revisioned and runs perfect with 100,000 kms.

I am a member from “Club Tridente Corsa” in Spain. A new club for enthusiasts of Maserati.

I send to you some pictures of the Cup in Spain and of the club!

Kind regards,



Members of the 'Club Tridente Corsa" in Spain.

Emilio's Ghibli Cup #30



If you would like to join Emilio and other Maserati enthusiasts in Spain. Send me an email and I will pass on Emilio's contact details.



From Henny in the UK

"Dear Enrico,

I have been playing around with my new digital camera and I've photographed some of my slides taken at the 1997 Monaco Historic GP.

I projected the transparencies on to a large screen and just took pictures, hand held, with the Panasonic.

There is a little loss of sharpness, but it is not too bad I think.

Best regards,



8C - Chris Drake at the 1st Chicane Swimming Pool

4CL - Schmitz-Koep leads an Alfa Romeo into Rascasse

4CM - Robin Lodge at La Rascasse

"Paddock" - The Norbert Schmitz-Koep 4CL

4CM - Peter Altenbach at La Rascasse

8CTF - Martin Walford in the Dean Butler car at La Rascasse

4CM - Martin Stretton at La Rascasse on an "in lap"

Tipo 61 'Birdcage' - Lindsay Owen Jones at the exit of Tabac

300S - Martin Stretton at the exit of Tabac

300S - Martin Stretton approaching Tabac

T34 - Jacques Iuri at La Rascasse

"Paddock" - The Jacques Iuri T34

26M - Martin Walford at La Rascasse on an "in lap"

"Paddock" - The M Walford (Dean Butler) 26M.

250F - Nigel Corner at the exit of Tabac

250F - Nigel Corner 2nd Chicane Swimming Pool

Tipo 61 'Birdcage' - Sir Stirling Moss approaching Tabac

Tipo 61 'Birdcage' - Sir Stirling Moss at the exit of Tabac

8C - Chris Drake passing marshall's post at Ste Dévote

A 4CM leads a 4CL at La Rascasse
From Lori in Germany

"Dear Enrico,

I am very impressed with your site. Lots of helpful information.

My husband is a US citizen. While we were working in Italy for two years we bought a 1990 Maserati 2.24v. We have since lived in Germany for two years, but now it is time to return to the United States. We desperately want to bring our car with us, however we must apply for permission to import it as a "show car" so we do not have to convert it to meet US specifications.

In order to be granted import permission I have to explain any technological significance at the time, or if it was the last 50 of a specific model, or if the total production was less than 500 units.

I have looked at your page for "Cracking the VIN" and discovered it was produced at the factory in Milan (ZAM331BOOLB120827). Is that anything special? They are very interested in the "less than 500" catagory or the "last 50" or "first 50". I also have to provide documentation.

The car is very special to us. Thank you for any help you can provide us.











"If anyone out there can offer Lori any advice, please contact me.

Thank you.


From Andrea in Italy

"Ciao Enrico,

I' m here again with a delay of four months , but much to my satisfaction.

My 1963 3500 GTI Touring (chassis number AM101*2574*) has finally been restored, and I only picked up it last week !!

As I told you in my first correspondence (page 76), I had hoped to complete all the works last December just before Christmas, but as normally happens in these occasions, many unexpected events have delayed the work.

The car body has been fully repainted in his original Grigio Albany metallizzato, restarting directly from the aluminium surface. Also the Borrani wheel discs have been repainted, in order to get rid of that strange red colour.

The car now has new front headlights (original Cibiè) in place of the Hella ones tha came from a 'VW Golf', and new original turn signal side lights.

I've replaced the faded door handles and the Maserati badges, also the wheel caps are new in place of the '65 type fitted on. All the rubber seals (windscreen, doors etc.) have been replaced with new ones.

The front seats have been fully refurbished with new skin and new padding, the old roof lining was in bad condition, so I decided to replace it with a new one.

Regarding the mechanics: I've replaced the Lucas fuel pump, I've repaired the leaking radiator and I've fitted an original exhaust system in place of the peculiar non-original one ythat had been fitted to the car.

The attached pictures were taken today (14/04/2006), after an exciting test drive along the autostrada around Torino. I think that the car still needs some attention to the electrical system.

In the meantime I've built up a reliable record of this car, and now I know nearly all the past history of the AM101*2574*.

The car was delivered on the 17th of February 1963 to Sig Chiacchio in Naples (Italy) through the local Maserati sub-dealer Giardiello. Then the the car was imported into the US (New Jersey perhaps), but the new owner (unknown) was involved in some kind of illegal activity and the car remained parked, under sequestration, in a gas station for a long time. The third owner was Mr Wayne Opdyke (NJ), an elderly enthusiast, who drove the car on only a few occasions until 1979. He then sold the car to a Mr Richard Roy (NJ), an important car collector, who owned the car until 2004 without ever starting or driving it, so the 3500 has been dormant for 25 years. In 2004 Dragone Classics of Connecticut purchased the car and a year later sold it to Rareparts (The Netherlands). In 2005, at last, it came into my posession. That's about all, so I believe that the 14,000 miles shown on the speedometer could be true in spite of its 50 years of life.

What do you think about the work I've done? How does the car appear now?

Best regards,


P.S. I want to thank very much Sig Franco Mosconi for the help (and the spare parts) and Sig Ermanno Cozza for all the useful information he gave me."











From David in Australia

"Hi, My name is Dave W*********, I am 63 years old and I live in Australia. Being a Maserati fan .....especially the 250F.....I have been to Modena three times now, and met Ermanno Cozzo each time. He is a wonderful man.

4th July 1954: HRH Prince B Bira of Siam driving Maserati 250F #46
to fourth place in the GP d'Automobile Club de France at Reims, France.

I have spotted a mistake on the photo of B Bira in the web page for: "Maserati Club of Thailand". The caption says: "4th July 1954: HRH Prince B Bira of Siam driving Maserati 250F #46 to fourth place in the GP d'Automobile Club de France at Reims, France". This is not correct for this photo.

This particular photo was taken in New Zealand at the Ardmore circuit. I was actually at the Ardmore track in Auckland, New Zealand on the 8th January 1955 for this race and I saw B.Bira win the 100 lap race (of 3.3795km per lap, a total of 337.95km):

1st - Prince B Bira (Thailand) Maserati 250F drving a Maserati 2497cc 6cyl. Time: 2h 40m 12s

2nd - Peter Whitehead (UK) Ferrari 500/625 / Ferrari 2968cc 4cyl.

3rd - Tony Gaze (Australia) Ferrari 500/625 / Ferrari 2968cc 4cyl.

The correct caption should be: "Jan. 1954: HRH Prince B Bira of Siam wins the New Zealand GP driving his Maserati 250F".

By the way, I am going to the Goodwood Revival again this year, do you go to this as well?



PS: Here is a race report courtesy of Bruce Sergent:

You can view further information about the New Zealand International Grand Prix from 1954 to 1963 on Bruce Sergent's informative web site at

1955 NZGP Second New Zealand International Grand Prix 1955:

If the first New Zealand Grand Prix proved that the spectators were available in their thousands for an event of this kind, the second proved that the organisers would have to keep their eyes open for a number of the less obvious things that go to make up motor racing.

For the processional win by B Bira (Prince Birabongse Bhanutej Bhanuban of Siam) in a 2½-litre Formula I Maserati, followed by a similar win the following year by Stirling Moss, showed that as much thought had to be given to finding an evenly-matched field as to obtaining two or three first-class drivers.

The second year also saw the introduction of heats, preliminary qualifying races, to keep up the interest of the audience in the early stages of the day and sort out starting positions in the main event, which it was agreed should be limited to no more than 24 cars.

The second New Zealand Grand Prix is actually a good deal more interesting in retrospect than it was on the day, when for lap after lap Bira slung the long, light-blue Maserati round the course in immaculate fashion, completely outclassing the rest of the field despite the first appearance of the Ferrari 300S motor in the Ferrari short chassis. Two of these later cars were in the hands of Peter Whitehead and Tony Gaze, calling themselves now the Kangaroo Stable (Gaze is an Australian) and all hooked up for a profitable southern circuit through New Zealand, Australia and South Africa.

These three cars and the 2.5-litre 1953 Maserati 250F fielded by Australian Reg Hunt (his first drive in a big car, though he had had many notable successes in Europe in sports and Formula II events) were the backbone of the race, though Jack Brabham drove redoubtably to come home fourth, behind Bira, Whitehead, and Gaze, and ahead of Hunt, in his obsolescent Cooper-Bristol.

Bira's Maserati was not the latest type, for the redoubtable 250F was then coming into circulation and was to prove itself later in the season in the hands of Stirling Moss and others.

Outwardly Bira's car differed from the 250F by having a long, drooping nose and one of the prettiest body shapes evolved in post-war Formula I racing. It was distinguished by the large number of ventilating louvres, apparently popped in wherever a panel gave room for them. The engine was a six-cylinder double over-head camshaft job, with three carburettors, running on a methanol blend, and developing around 260 bhp at the high figure of 8000 r.p.m. But it was a well-tested motor, which had proved itself capable in the hands of a first-class driver of meeting Ferrari on equal terms and conceding little to Mercedes-Benz.

Against this formidable, but solitary, car were pitted the experimental Ferraris of Whitehead and Gaze. They were the short- chassis 1954 grand prix cars. On paper, the cars were formidable. Replacing the 2½ -litre Formula I motors were two of the 3-litre 300S motors which had been extremely successful in sports-racing events during the previous season. They were big four-cylinder double overhead camshaft motors, with two Weber double-choke carburetors, and they produced their estimated 245 bhp at only 6500 r.p.m. Hunt's car, which scarcely came into the picture among the leaders owing to the circumstances, was an early 250F, a shorter car than Bira's, considerably lighter, with suspension improvements and the motor which was to prove the marquee's last effective gesture in the current Formula I series.

Jack Brabham's Cooper-Bristol was the modified car which ran under the name of Redex Special, in which he had scored many successes in Australia and run into a place in New Zealand at the first NZ Grand Prix.

And another familiar car also appeared - the ex-Whitehead V12 Ferrari from the previous year, in the hands of Australian Dick Cobden. Unfortunately the blown 2-litre never showed its paces properly during either practice or race, being dogged by fuel-pump and then electrical troubles throughout the visit.

Previous year's winner, Stan Jones, was unable to cross the Tasman again, having wrapped his Maybach around a tree in the Australian Grand Prix, but Australia was represented by the 1954 Australian GP winner, Lex Davison, again driving his further modified HWM-Jaguar, and Stan Coffey, in a Cooper-Bristol.

Among the New Zealanders, the position was as before, with Roycroft still the favourite in the 2.9 Alfa-Romeo, likely to be challenged by Fred Zambucka with the 2.9 Maserati, with which he had put up a 151 mph flying mile at Orange, N.S.W., during the year. But there was one modern machine; John Horton had the ex-Gaze HWM-Alta of the year before. Although his HWM was the most modern New Zealand owned car in the race, he lacked the experience of the top contenders.

There were several interesting New Zealand made cars, such as the very attractive Palmer Special which, it is interesting to note, was the old Jackson Special (later Logan Special) now rebuilt. Its driver was veteran speed boat and midget-car racer George Palmer of Hamilton. Hawkes Bay saloon driver Reg McCutcheon had a new Chevrolet-engined car called the Normac Special, and Des McDonagh, also from Hawkes Bay, brought his Thomas-Mercury.

Ron Frost, Arnold Stafford and Syd Jensen, as members of the Frost stable, were at the wheels of three Cooper-Norton's, the last named's a Mk VII and the others Mk VIIIs. Bill Lee raced his own Mk VI Cooper-Norton.

The sports-car class had three Austin-Healeys, two Triumph TR2s and a Morgan. Fastest of the Healeys was the modified ex-Jensen car driven by Auckland clubman Les McLaren, father of Bruce McLaren. Peter McInally had another and at the last minute Phil Neill forsook the wheel of his FSS Special for one. Ross Jensen was now driving a much-modified TR2, and a standard model was entered for Wally Bern to drive. The Morgan was driven by 17 year old Wellingtonian Tony Shelly. It qualified but didn't start.

The race was run, as before, in a left hand, or anti-clockwise direction, though it was to be changed the succeeding year to its present clockwise, right-hand direction, which makes it at least two or three seconds faster. Bira, by then a veteran of the world's tracks, with 20 years' racing up his sleeve, took one practice run around Ardmore, shot back to the city to change his rear axle ratio, and struck it exactly right. His car was running on a racing methanol blend, which gave it several miles an hour on the Ferraris, but also carried a risk of breakdown. He followed in the race the old form of going out in front and staying there as long as possible, and his car held out for a handsome win and lots of lap money.

The Ferraris had two problems to meet. Whitehead and Gaze wanted to race at Christchurch, at Orange, and in South Africa. And they wanted no major engine overhauls. So the motors were detuned to run on 100 octane aviation fuel, which meant giving away to top speed to Bira, but also meant less wear and tear on the motors. After practice they dickered on the subject of axle ratios, finally decided to stick to the gearing they had, but in the event found that an almost complete absence of wind meant they were under-geared for the race. As Gaze remarked ruefully after the race, "what we needed was a set of methanol pistons each."

Bira's car, too, came back to New Zealand, at least in part. Few realised it at the time, but the car driven by Ross Jensen in the 1959 season was built on the frame of Bira's, but with many later modifications.

The second practice day showed that lap speeds would be much higher in the race than in the first Ardmore grand prix, Bira on his altered gearing lapping consistently at 1m 32sec, with a fastest lap of 1.31. On the 2.1-mile course this was only a second slower than Ken Wharton's fastest lap the previous year in the BRM, and represented around 83 mph.

Whitehead and Gaze, whose cars were completely new to them, were lapping at around 1.33 and 1.34, Hunt, also in a new car, got down to 1.35, and Jack Brabham was throwing his Cooper-Bristol round spectacularly to achieve the same time.

On the day of the race the heats gave little indication of what might be expected. Grid positions were decided by the fastest laps in two 25 mile heats.

Whitehead (1:31) won the first from Hunt (1:31), Brabham (1:34), Horton (1:39) and Stafford (1:44). The second was won by Bira (1:31), followed by Gaze (1:32), Zambucka (1:37), Roycroft (1:40) and Syd Jensen (1:43). The next 14 fastest cars from the heats made up the field to start in the Grand Prix.

Veteran George Smith made his last start in this event. He had imported a 1939 Alfa-Romeo chassis and endeavoured to install the potent but temperamental 5.4-litre Chrysler Fireball V8 motor in it. Practice showed, however, that the weight of the motor made the car unmanageable, and the famous old beach special, the Ford GeeCeeEss was called upon to carry the motor. A blown piston on the sixth lap of the qualifying heat marked the exit from the scene of the greatest figure in the previous quarter century of motor sport in New Zealand, for the same car blew up in practice the following year.

Davidson's fan belt broke during the heats so he started from the back of the grid. Smith couldn't better 2 minutes in practice, so he pulled out of the main race and started in the consolation race instead, which he subsequently won.

The Whitehead and Gaze Ferraris just beat the Maserati off the line, but after the first lap, the leading positions were held by Bira, Whitehead, Hunt and Gaze. After that Bira's car sped remorselessly round the circuit time after time, its high-pitched snarl sounding extraordinarily healthy, and he was never headed, although in the closing stages he was passed by Gaze, who was a lap behind. Nor did Bira make a pit stop. Both the Ferraris were forced to make brief calls at the pits, which possibly cost them the race. They were not to know that for the last three laps, Bira, like Wharton the year before, was driving virtually on his gears, almost no brakes, with the sole of his light shoe worn down by the effort of braking.

Early on, Fred Zambucka found College Corner a trial, and three times during the race ended among the bales, probably dropping a place or two in consequence.

Roycroft in the Alfa-Romeo was no more fortunate, mounting a marker drum on the Cloverleaf on the 10th lap and subsequently retiring on lap 58. Stan Coffey was in the leading bunch in the early part of the race, but retired with no oil pressure as a result of a broken lead on lap 16, and the HWM-Alta of John Horton, which had never sounded really happy in either practice or in the heats, made two pit stops and stopped before the half-way mark, but reappeared in the closing stages to cross the line as an official finisher and was classified 15th.

On lap 17 McCutcheon came into the pits with the Normac belching out steam after a frost plug had blown out of the engine and Culver arrived two laps later with a distinctly noisy engine which suddenly went dead quiet as he approached his pit.

The Whitehead and Gaze pit-stops were made on laps 22 and 24 respectively, Whitehead losing 23 seconds on a minor adjustment and Gaze a whole lap while a jammed throttle linkage was cleared. Without their stops they might have forced Bira into an error, but races, like many other things, are won on facts and not on might-have-beens.

About lap 60, Zambucka executed his third spin at College Corner and thereafter never looked like catching up. Frost was then first Kiwi (Stafford had stopped to fit a new chain on lap 57) and was in sixth position overall when Davison stopped with transmission trouble on lap 88. However, a lap later Frost himself had gearbox trouble and was forced to retire, allowing Syd Jensen to fill sixth place, nine laps behind the winner. Bira won by 23 seconds from Whitehead, with Gaze 63 seconds further back in third. Bira's average for the race was 78.75 mph, more than six miles an hour faster than Stan Jones' winning average of the year before, and he and Whitehead shared the fastest lap at 81.29 mph. Both Gaze and Hunt put in laps of 80.43 mph, and once again Brabham in an outmoded car put up a wonderful performance by averaging 76.84 mph for the race to come in ahead of Hunt.

Syd Jensen, whose name was also to crop up increasingly in the records of New Zealand motor sports, pushed his 500 cc Cooper home from beyond College Corner to fill sixth place and take the prize for first New Zealander home. Lex Davison, however, was not so lucky. His HWM-Jaguar coughed out on Clevedon Corner, and a weary, grimy Davison pushed it clean round the course to finish in 9th place, just out the money.

Kindest feature of all to an organisation still smarting from its wounds over the placings mix-up of the year before, was the praise given by Dean Delamont, competitions manager of the Royal Automobile Club, who flew out to act as chief steward of the meeting. There was nothing one could criticise seriously in the arrangements for the 1955 race, he said before leaving, and it was obvious that the teething troubles were over.

And two recommendations he made were to bear immediate fruit, New Zealand drivers should stop putting their money into ancient cars and specials, he said, and buy fewer, better machines. The course should be run clockwise, giving faster lap speeds and better corners.

Date: 8th January 1955

Distance: 100 laps of 3.3795km (337.95km)

 Result Driver Nationality Car Laps Time
 1st Prince B Bira Thailand Maserati 250F - 2497cc 100 2h 40m 12s
 2nd Peter Whitehead UK Ferrari 500/625 - 2968cc 100 2h 40m 35s
 3rd Tony Gaze Australia Ferrari 500/625 - 2968cc 100 2h 41m 38s
 4th Jack Brabham Australia Cooper-Bristol Mk II - 1971cc 98  
 5th Reg Hunt Australia Maserati A6GCM - 2497cc 97  
 6th Syd Jensen New Zealand Cooper Mk VII 91  
 7th Fred Zambucka New Zealand Maserati 8CM 89  
 Retired Ron Frost New Zealand Cooper Mk VIII 89 Gearbox
 8th George Palmer New Zealand Mercury 88  
 Retired Lex Davison Australia HWM F2 88 Transmission
 9th Ross Jensen New Zealand Triumph TR2 86  
 10th Dick Cobden Australia Ferrari 125 86  
 11th Arnold Stafford New Zealand Cooper Mk VIII 85  
 12th      Phil Neill New Zealand Austin-Healey 100 83  
 13th     Peter Mclnally New Zealand Austin-Healey 100 80  
 14th Des McDonagh New Zealand Thomas-Mercury 75  
 Retired Ron Roycroft New Zealand Alfa-Romeo Tipo B 58 Valve
 15th John Horton New Zealand HWM F1/Alta - 1960cc 55  
 Retired John McMillan New Zealand Alfa-Romeo Tipo B - 2905cc 33  
 Retired Bill Lee New Zealand Cooper Mk VI/Norton - 498cc 30  
 Retired Les McLaren New Zealand Austin-Healey 100 - 2660cc 30  
 Retired Bill Culver New Zealand Normac Special/Chevrolet - 3870cc 19 Engine
 Retired Reg McCutcheon New Zealand Normac Special/Chevrolet - 3870cc 17 Frost Plug
 Retired Stan Coffey Australia Cooper-Bristol Mk I - 1971cc 16 Oil Pressure
 Retired Gordon Brown New Zealand GBS/Ford - 1172cc 9 Engine
 DNS George Smith New Zealand GeeCeeEss/Chrysler - 5600cc    
 DNS Wally Bern New Zealand Triumph TR2 - 1991cc    
 DNS Tony Shelly New Zealand Morgan plus 4    
 DNS Johnny Mansel New Zealand Mansel Special / Mercury    
Fastest Lap: Prince B Bira (Maserati 250F) and Peter Whitehead 1m 33s.

"Hi Dave,

Are you sure about that photo?

Here is the result of the 1954 French GP. Please note the number of Prince B Bira's Maserati.

From Wikipedia, 'the free encyclopedia'

The result of the 1954 GP d'Automobile Club de France at Reims, France.




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