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From Bonhams in the UK

3rd August 2012: Multi-million pound Hartley Collection includes unique Tipo 26M four-seater sports racing model that competed at Brooklands and for the RAC Tourist Trophy.

Bonhams is proud to announce the consignment of an important collection of Maseratis for its Goodwood Revival Sale.

The four cars, some of which have not been seen at market for six decades, come from the collection of the Hartley family, from the Home Counties. They are expected to realise several million pounds in total at the auction at the nearby Goodwood Motor Circuit on Saturday 15 September.

Leading the pack is a unique 1929 Maserati Tipo 26M four-seater sports racing car with Brooklands Double Twelve, Irish Grand Prix and RAC Tourist Trophy racing pedigree. Estimated to realise between £1.8 and £2.2 million, the car has been owned by the family for 60 years and has been restored and campaigned over a 30-year period.


The classic Maserati Tipo 26M

The two-seater sister car also in the collection is expected to sell for between £400,000 and £600,000. Respected Maserati club member Anthony Hartley found the car in South Africa in the 1970s and, in the following years, carried out a painstaking re-build and restoration, tracking down many of the original components.


The magnificent 16-cylinder Tipo V4 recreation

Also in the collection is a V4 16-cylinder Grand Prix car replica (estimate £400,000 - £500,000) that has been much-admired on the Maserati Club circuit. Built from scratch by Mr Hartley, it is a perfect copy of one of the most awe-inspiring Grand Prix racing cars of all time – “the Sedici Cilindri” – that was capable of speeds of up to 170mph in the 1920s.


The elegant 1955 Maserati A6G 2000 Coupe with coachwork by Allemano

A 1955 Maserati A6G 2000 Coupe, coachwork by Allemano, also in the collection is expected to realise between £200,000 and £250,000 at the sale.

Malcolm Barber, Bonhams Group CEO, said: “Anthony Hartley is a real Maserati connoisseur whose love of the marque began in the early 1950s when the four-seater Tipo 26M sports racer first came into his family’s ownership.

“He is a knowledgeable engineer and craftsman who has researched the Maserati marque, followed the work of the four Maserati brothers and in some cases continued their evolution.”

Two cars from the Hartley Collection – the V4 and the A6G2000 – will be on display at the Bonhams stand at this weekend’s Vintage Sports Car Club Prescott Speed Hill Climb in Prescott, Gloucestershire, prior to their sale in September.

Text and Photos courtesy of Bonhams

From Enrico in the UK

Gooding & Company is recognized the world over as a leading collector car auction house specializing in the finest antique, classic, sports and racing cars, and have consistently achieved record-breaking results at prestigious venues such as Pebble Beach, Scottsdale and Amelia Island.

The Gooding & Company Pebble Beach Sale on the 18th and 19th August 2012, illustrated that the trend of increased prices for important Maserati classic and race cars continued. Three highly collectable Maseratis went under the hammer: a Tipo 61 Birdcage, an A6G 2000 Berlinetta by Frua and a 3500 GT.

LOT 023: 1955 Maserati A6G/2000 Berlinetta

Chassis No: 2114
Engine No: 2114/2
Estimate: US $1,500,000 - $2,000,000
Sold for US $1,650,000
1,986 CC DOHC Twin-Plug Inline 6-Cylinder Engine
Three Weber 36 DO4 Carburetors
150 BHP at 6,000 RPM
4-Speed Manual Gearbox
4-Wheel Hydraulic Drum Brakes
Independent Front Suspension with Wishbones, Coil Springs and Hydraulic Shock Absorbers
Live Rear Axle with Quarter-Elliptical Leaf Springs and Hydraulic Shock Absorbers

The A6G/2000 by Frua

Given their immense popularity and profound success in motor racing, it’s hard to believe that only 60 Maserati A6G/2000s were produced between 1954 and 1957. Built in accordance with the firm’s well-established traditions, Maserati’s limited run of sports car chassis received coachwork from the finest Italian carrozzerie, including Allemano, Frua, Pinin Farina and Zagato. While each coachbuilder produced their own distinct and highly individual interpretation of the A6G/2000’s character, the Frua-bodied examples are perhaps the most daring, both in overall style and in fine detail.

©Gooding & Company
©Gooding & Company

In total, Carrozzeria Frua completed fewer than 20 bodies for Maserati’s A6G/2000 chassis, with production of spiders far outweighing that of berlinettas. Although the Frua spiders may garner greater recognition, the beautifully styled berlinettas were featured in Maserati’s official catalogue and offered a unique blend of sporting and grand touring characteristics. These exceptional sports cars were aimed at a clientele that demanded a closed car more dramatic than the Allemano Coupe and better appointed than the full-race Zagato Berlinetta.

©Gooding & Company
©Gooding & Company

A striking 1950s design and one of Pietro Frua’s most successful works, the A6G/2000 Berlinetta is notable for its stunning rear-quarter window treatment, graceful proportions and splendid handcrafted details. With its refined, high-quality chassis and elegant coachwork, the A6G/2000 Frua Berlinetta was an absolutely unique offering in its era.

Today, these rare Maseratis appear fresh, modern and utterly distinctive when compared to other two-liter Italian sports cars of the period. In 1955, they must have been a truly splendid sight.

©Gooding & Company
©Gooding & Company


Chassis 2114 was completed by Gilco – the company assembling bare chassis frames for Maserati and Ferrari – in mid-1955 and subsequently delivered to the Maserati works in Modena, Italy, where it was mated with the A6G/54’s beautiful twin-plug, dual overhead camshaft engine. According to facsimiles of the original factory build sheets, 2114 was equipped with the finest Italian high-performance accessories, including Marelli coils, Weber carburetors, outside-lace Ruote Borrani wire wheels, Abarth exhaust and the latest Pirelli Stelvio tires.

©Gooding & Company
©Gooding & Company

Maserati then delivered the completed chassis of 2114 to Carrozzeria Frua in Torino. Frua, who had produced outstanding coachwork for Maserati chassis since 1950, reached his zenith as a coachbuilder with his exquisite, well-balanced designs for the A6G/2000. Unlike Zagato and Allemano, who only built closed bodies for the A6G/2000 chassis, Frua fashioned both spiders and berlinettas. In total, it is believed that just four Frua berlinettas in this style were completed; yet because of subtle variations in detail and trim, each body was essentially a one-off design.

©Gooding & Company
©Gooding & Company

Once the aluminum coachwork was hammered into form, the exterior was finished in black and the interior upholstered in rich nocciola (hazel) leather. A lovely example of mid-century Italian style, the Frua bodywork incorporated the most fashionable continental accessories of the day, from a Smiths heater to Jaeger instruments and Cibie headlights.

On November 6, 1955, 2114 made its public debut at the 42nd Annual Paris Auto Salon, held at the magnificent Grand Palais des Champs- Elysées. On Maserati’s Paris show stand, the black Frua Berlinetta was displayed alongside two other A6G/2000s, 2113 (Zagato Berlinetta) and 2111 (Allemano Coupe), both of which were painted gray.

©Gooding & Company
©Gooding & Company

Having completed its show-car duties, the A6G/2000 returned to Maserati, where it was prepared for delivery to its first owner. On December 9, 1955, the Frua Berlinetta was invoiced to official Maserati importer Simone & Thepenier at Garage Mirabeau in Paris. By year’s end, Garage Mirabeau sold the exclusive Maserati to its first owner, Grueder Setbon. The glamorous two-place sports car was certainly cherished by M. Setbon and it remained with the family for approximately 25 years, transferring into the ownership of his son André in 1975.

In 1980, Italian car dealer Richard Crump was able to purchase the Maserati from the Setbon family. Four years later, the Frua Berlinetta was sold to Anthony MacLean, a Swiss collector with a passion for Italian sports cars, particularly coachbuilt Maseratis and Lancias. Shortly after acquiring the Maserati, Mr. MacLean commissioned Italian specialist Bossato to perform a comprehensive mechanical rebuild. During the course of this work, Rudy Pas of Classic Car Associates presented Mr. MacLean with the opportunity to acquire an A6GCS Maserati. As a result, 2114 was traded to Mr. Pas as a partial exchange against the sports racer and the proposed restoration work remained at a standstill.

©Gooding & Company
©Gooding & Company

For more than a decade, 2114 remained in static storage awaiting an appreciative new owner. In 1999, UK collector Andrew Green was made aware of the Frua-bodied Maserati and sent an agent to Ghent, Belgium, to perform a thorough inspection. While in need of attention, the A6G/2000 was found to be fundamentally sound and recommended as an excellent candidate for a ground-up restoration.

Between 2000 and 2002, the Frua Berlinetta underwent a painstaking restoration overseen by Andy Heywood of Bill McGrath Maserati in Hertfordshire, England. Throughout the process, a concerted effort was made to restore the car in a responsible fashion, remaining faithful to the original techniques of construction.

©Gooding & Company
©Gooding & Company

When the Maserati entered McGrath’s workshop, it displayed just 23,000 km. Over the years, the coachwork had been repainted red, the interior re-trimmed and the grille modified. When the red paint was stripped away, a single layer of black was revealed, indicating that the Frua coachwork had been refinished only once in its 45 years.

Once completely disassembled, the Maserati was entrusted to Jim Henshaw in Hereford, England, for panel repair and paintwork. Though the aluminum panels were fundamentally sound, electrolytic corrosion and minor damage necessitated some repairs. While this work was being completed, the distinctive eggcrate grille, which had been removed many years earlier, was meticulously reconstructed using the remaining original slats. From the existing pattern, Henshaw carefully fabricated the original shapes and remade the entire assembly in brass. This process alone consumed five weeks of diligent effort. Once prepared for paint, the chassis was refinished with the correct brush-painted black underseal and the coachwork painted in black cellulose for a deep glass-like finish.

©Gooding & Company
©Gooding & Company

With cosmetic work well underway, attention was turned to a mechanical rebuild. As the owner intended to participate in tours and rallies, the rebuild incorporated a number of subtle improvements to ensure reliable performance and increased flexibility. With this use in mind, McGrath Maserati installed a new crankshaft and connecting rods along with custom-made valve guides and re-profiled camshafts. Weber specialist Norman Seaney was enlisted to rebuild the original 36 DO4 carburetors, cast new choke levers and machine new jets for smooth, consistent operation. As the engine block – presumed to be an original factory replacement unit – did not display a serial number, the owner requested that it be stamped 2114/2.

The exacting two-year restoration effort culminated with the Frua-bodied A6G/2000 winning a well-deserved First Prize at the Maserati Club Annual Concours d’Elegance at Stanford Hall on May 26, 2002. In 2003, the A6G/2000 was displayed at Goodwood and at the Maserati Club UK’s exhibition at the Classic Car Show at Birmingham’s NEC, where it was awarded the Special Prize.

Later that year, the award-winning Maserati was sold to famed Jamiroquai frontman and passionate car enthusiast Jason “Jay” Kay. Attracted to the A6G/2000’s exotic engineering and sublime mid-century styling, Mr. Kay was thrilled to have the rare Maserati join his stable of fine Italian sports cars. Unlike many collectors who rarely use or display their prized automobiles, Mr. Kay is a firm believer in driving all the cars in his collection and participating in the classic car hobby.

©Gooding & Company
©Gooding & Company

A testament to his tremendous enthusiasm for this wonderful Maserati, Mr. Kay has shown the A6G/2000 at the Louis Vuitton Classic Concours at Waddesdon Manor and the Salon Privé Concours d’Elegance at the Hurlingham Club in London, one of the UK’s most prestigious classic car gatherings. Impressively, the Maserati’s display at Salon Privé resulted in Best in Class and Grand Prix honors. Beyond its successful showings, the stunning black Maserati has been featured in Octane magazine and, most recently, competed in the 2010 Mille Miglia Storica.

Not only has this splendid Maserati received a number of prestigious concours awards and participated in the most exclusive classic car rallies, it is accompanied by a documentation file that supports its fascinating history and noteworthy pedigree. Offered with copies of the original Maserati build sheet, a comprehensive restoration file, registration records, a driver’s handbook and a FIVA carte d’identité, this A6G/2000 is impressively documented and primed for new adventures.

©Gooding & Company
©Gooding & Company

The Maserati A6G/2000 – one of the marque’s greatest achievements – is among the most enjoyable Italian sports cars of the 1950s and an ideal entrant for the finest driving events and concours. Due to their exceptional style, terrific dynamic qualities and mechanical sophistication, these fashionable Maseratis have long been the preferred choice of sports car connoisseurs and represent tremendous value when compared to similarly exclusive offerings from Ferrari, Mercedes-Benz and Porsche.

With its incredibly rare Frua coachwork, Paris show car pedigree, award-winning restoration and connection to one of the great contemporary car collectors, 2114 stands as a significant example of the marvelous A6G/2000.

LOT 122: 1962 Maserati 3500 GT

Coachwork by Touring
Chassis No: AM101*2428*
Estimate: US $160,000 - $180,000 Without Reserve
Sold for US $236,500
3,485 CC Inline 6-Cylinder DOHC Engine
Three 2-Barrel Weber 42 DCOE Carburetors
220 BHP at 5,500 RPM
5-Speed ZF Manual Transmission
4-Wheel Hydraulic Disc Brakes
Double-Wishbone and Coil-Spring Front Suspension
Live-Axle and Leaf-Spring Rear Suspension

©Gooding & Company
©Gooding & Company

When the new 3500 GT model debuted at the 1957 Geneva Auto Show, Maserati had combined the reputation of their fabulous sports racing cars with the clean and elegant yet sporting style of the Carrozzeria Touring Superleggera coupe body.

According to Maserati historian Adolfo Orsi, chassis 101.2428 was assembled in late 1962, and exhibits features from both the early and late series. Specifically, this car appears to have been built with the earlier side window frames without the second vent window at the rear of the door, and the earlier, single-piece taillights. The con- signor believes that this car may have been built with an unused body from the previous series to fulfill the wishes of a very important client who was partial to the earlier design.

©Gooding & Company
©Gooding & Company

Additionally, 2428 possesses a very desirable combination of features, with the five-speed gearbox of the later production with the classic Weber carburetors and Borrani wire wheels typical of the early cars. At once it gives enhanced driving pleasure and a purer aesthetic.

©Gooding & Company
©Gooding & Company

This 3500 GT was purchased in 1988 by the consignor, a knowledgeable and experienced collector of Italian cars who is well known for the spectacular level of quality and detail in his restoration projects. He commissioned Joe Piscazzi of Akron, Ohio, to oversee the complete restoration of the Maserati and gave him the budget required to guarantee the finest work possible. Vanguard Automotive Enterprises, Inc. of Medina, Ohio, was responsible for rebuilding the DOHC inline six- cylinder engine. Mastercraft Metal Finishing of Seattle, Washington, provided chrome and metal finishing services, and the interior of the Maserati was crafted by artisan John Bowser. Photo documentation and receipts of the two- year restoration are available for review.

©Gooding & Company
©Gooding & Company

It is not surprising that the concours history of this stunning 3500 GT is truly impressive. Some of the laurels it has earned include: Best in Class, the Count Lurani Award and Best of Show at Le Belle Macchine d’Italia; Outstanding Maserati at the Concours of Italian Style at Meadow Brook; AACA Junior and Senior First Prizes; as well as National Award Candidate at Hershey. Not least of its accomplishments was a Second in Class prize at the 1994 Pebble Beach Concours d’Elegance.

©Gooding & Company
©Gooding & Company

Today, two decades after its restoration, this Maserati 3500 GT presents itself confidently. Expertly and fastidiously maintained, the deep blue paint and chrome and alloy brightwork accents appear unmarked, while the straight body panels show tight, even gaps. The dramatic white leather interior appears to have minimal traces of use and the engine compartment shows as restored, with correct finishes and fittings.

©Gooding & Company
©Gooding & Company

As a marvelous finishing touch, further study of the engine compartment reveals the distinctive signature of Carlo Felice Bianchi Anderloni who led his family’s company, Carrozzeria Touring of Milan, from 1949–1966. Sig. Anderloni autographed this car when giving it special recognition with the Dolce Vita Award at Concorso Italiano in Carmel, California, in 1994.

©Gooding & Company
©Gooding & Company

Superbly styled, well-built and very entertaining to drive, the best 3500 GTs are now being actively sought by savvy enthusiasts. The fact that they are historically significant as well just adds the final nudge to spur an erudite collector to action. This particular 3500 GT is undoubtedly an exemplar of the breed, and would be difficult to duplicate.

LOT 146: 1959 Maserati Tipo 61 Birdcage

Formerly the Property of Loyal Katskee, Don Skogmo and Carlo Voegele
Chassis No: 2454
Engine No: 2477
Estimate: $3,500,000 - $4,500,000
Sold for US $3,520,000
2,890 CC DOHC Inline 4-Cylinder Alloy Engine
Twin-Plug Ignition
Two Weber 48 DC03 Carburetors
250 BHP at 6,800 RPM
5-Speed Manual Transaxle
4-Wheel Disc Brakes
Independent Front Suspension with Coil Springs
De Dion-Type Rear Axle with Transverse Leaf Springs


The Modena-based Maserati organization had seen its ups and downs since the company was established by seven brothers in 1914. During the 1950s, Maserati became famous for its manufacture of excellent racing and road cars and competed successfully at top racing venues worldwide. The A6G made its mark at prestigious auto salons around the world, clothed in coachwork by the finest coachbuilders. On the racetrack, the A6GCS started the decade out with some prestigious finishes; later, the 200S and 300S topped the charts at sports car races. Perhaps one of the biggest successes of the 1950s was Juan-Manuel Fangio’s 1957 championship title in a Maserati 250F gran prix car. Even with such stellar successes for the brand, Maserati was struggling financially. Maserati and the Orsi family invested heavily in their racing program, and when it did not achieve the financial return they had hoped for, the company was forced to cancel all racing activities by the end of the 1957 season.

©Gooding & Company
©Gooding & Company

By late 1958 however, the company had regained some financial strength, at which point management and the Orsi family thought it appropriate to develop a new racing car. Maserati’s chief engineer Giulio Alfieri was chosen to spearhead development of the new car.

The new car was to be a competitive sports racer that Maserati could sell to customer racing teams around the world. Alfieri, though starting from a blank slate, had to keep costs in mind and consider using some of the existing sub-components already in production at Maserati.

With the idea of weight savings in mind, Alfieri began sketching the new car in October 1958. The chosen layout was a front-engine chassis design, where the two-liter Maserati DOHC four-cylinder engine would be laid on its side for better weight distribution and a lower profile. For the rear suspension setup, Alfieri opted for the already proven system used on the 250F gran prix car, which consisted of a De Dion axle with a transverse- mounted leaf spring above it and a five-speed transaxle in front. The front suspension was a fully independent coil-spring setup also of the same type as the 250F. Newly developed telescopic-type shock absorbers were used in all four corners, and the steering was of the rack and pinion type. For braking, Alfieri chose disc brakes.

©Gooding & Company
©Gooding & Company

The chassis construction itself is where Alfieri made history. With a targeted weight of 1,100 lbs., a new and innovative idea had to be developed. Over the next month, Alfieri developed his new chassis design for the Tipo 60/61, which consisted of several hundred small-bore mild steel tubes welded together in a clever network that distributed weight evenly across all stress points. The frame was nicknamed for its resemblance to a birdcage. The new frame was stronger than traditional tube- frame chassis, and weighed a mere 66 lbs.! Atop the high-tech chassis were to be a wraparound aluminum body with minimum overhang and an innovative Kamm tail shape to reduce rear-end lift and drag.

©Gooding & Company
©Gooding & Company

On May 8, 1959, the prototype Tipo 60 turned its first wheel and was tested by Stirling Moss at the local Modena Autodrome on May 19th. Moss was very impressed with the new sports racer, and obtained permission from Alfieri and Mr. Orsi to do more testing during the upcoming 1,000 km race at Nürburgring. Moss believed that the car was a potential class winner in the two-liter class and that if it were upgraded to three liters, the new Maserati would have a chance at winning the World Sports Car Championship. Surely enough, when tested by Moss at Nürburgring, the prototype broke the two-liter track record. A few months later, Maserati brought the car to its first competitive event, a two-liter race in Rouen, France. With Moss behind the wheel once more, the Tipo 60 took victory way ahead of the competition. The Tipo 60 had proven to be a winner at its first competitive outing.

As word began to spread about Maserati’s new giant killer, orders started coming in and production was initiated.

©Gooding & Company
©Gooding & Company

It was soon apparent to Maserati that the most important class in the US – the prime Birdcage market – was D Modified (2,000 cc – 3,000 cc); and as a number of Maserati’s most influential US clients kept asking for more power from the Tipo 60, the three-liter Tipo 61 soon made its debut. Alfieri had come up with a few different ideas on how to best increase the displacement but settled with a short-stroke 2,890 cc formula, which delivered smooth power and very limited internal vibration. The output of the new motor was 250 bhp; and with the overall weight of the car remaining close to that of the Tipo 60, the Tipo 61 was a fierce machine, ready to take on the Ferraris, Aston Martins or Jaguars competitors might be driving.

The following years saw Tipo 60s and 61s compete against the best in the world. They ran at prestigious races all over Europe: 24 Hours of Le Mans, the Targa Florio and the 1,000 km of Nürburgring, where Lloyd “Lucky” Casner’s famous Camoradi Racing Team won the grueling race in both 1960 and 1961. In the US, the Tipo 60 and 61s were raced extensively by the US racing elite at the best tracks and in the most competitive racing series.

©Gooding & Company
©Gooding & Company

Estimates vary, but less than 20 Maserati Tipo 60 and 61s were built between 1959 and 1961. In- credibly innovative, they remain some of the best-handling, most effective sports racing cars ever produced.


Chassis 2454 was the third Tipo 61 built. Finished at Maserati on November 9, 1959, the new racer was painted black and featured a slightly higher rear deck and less pronounced fender crowns than the cars produced afterwards. It had been ordered and built for privateer racer Loyal Katskee of Omaha, Nebraska. Quite an accomplished racer by the late 1950s, Katskee also owned an MG and Jaguar dealership in Omaha. Katskee raced some very fine European machinery in those years, mostly Ferraris prior to the Tipo 61, though he also raced Porsches and Lotus at venues like Daytona, Sebring, Riverside, Nassau and Havana. Katskee tended to concentrate on major events and was not particularly interested in local races.

©Gooding & Company
©Gooding & Company

Chassis 2454 left Italy in an airplane on November 13, 1959, and was flown straight to Miami, Florida, in time for the 1959 Nassau Speed Week later the same month. At Nassau, Katskee drove the brand new Tipo 61 in several races, finishing 11th overall in the Governor’s Trophy Race and, a few days later, 16th overall in the Nassau Trophy Race. In February 1960, Katskee and his Tipo 61, now painted white, traveled to Havana, to participate in the Grand Prix of Cuba, but they did not finish the race. In June 1960, Katskee campaigned 2454 at the USAC International Race at Continental Divide Raceways in Castle Rock, Colorado, but once again ran into problems and failed to finish. Katskee, a seasoned racer at this point, didn’t give up on the Birdcage that easily, and rightfully so. At his next outing in July 1960 at the USAC Race at Road America, Katskee and the Tipo 61 finished an impressive 3rd overall. The remaining part of the 1960 season would see Katskee compete with 2454 on the West Coast, first at the USAC Times Grand Prix in Riverside, California, and later at the USAC Pacific Grand Prix at Laguna Seca, finishing 14th overall at Laguna.

©Gooding & Company
©Gooding & Company

By year’s end Katskee had had his fun with the Birdcage, and sold it to Donald Skogmo of Minneapolis, Minnesota. At this point, the car’s original engine had been removed but kept with the car as a spare, replaced by an un-numbered engine. Skogmo, an heir to the Gamble-Skogmo merchandising chain, had been an avid racer since the early 1950s, campaigning a number of important European sports cars and sports racers over the years. Skogmo’s first outing in 2454 was at the May 1961 SCCA Race held at Wilmot Hills Road Racing Course in Wisconsin, where Skogmo finished an impressive 2nd overall. The following month, at the Hoosier Grand Prix held at Indianapolis Raceway, Skogmo finished 11th overall in the first heat and 8th overall in the second. Skogmo’s most impressive finish came on home turf at the SCCA Race at Metropolitan Stadium in Bloomington, Minnesota, in late June 1961; Skogmo won the race outright. In July, Skogmo conquered the Pikes Peak International Hill Climb with an 8th overall finish, and again won outright at the July SCCA race at Metropolitan Stadium. In December 1961, Skogmo campaigned the Birdcage at Nassau Speed Week, finishing 8th overall in the Governor’s Trophy Race and 16th overall in the Nassau Trophy Race. In 1962, 2454 saw little use, though it did run at Elkhart Lake in September with Skogmo at the wheel.

Skogmo eventually sold 2454, at that point with neither engine nor transaxle installed. The aging Tipo 61 moved south to a Floridian owner, then later up to New York before it was finally purchased by an Englishman in 1970. Under his ownership, 2454 received a sympathetic restoration and was fitted with a two-liter Tipo 60 engine and four- speed transaxle from a 300S. In the mid-1970s, 2454 was purchased by noted collector and author Joel Finn who soon installed a correct Tipo 61 engine and transaxle. The Maserati stayed with Mr. Finn until the early 1980s, when it was purchased by Italian collector Giulio Dubbini in Padova, Italy.

©Gooding & Company
©Gooding & Company

In 1989, after Mr. Dubbini’s passing, 2454 was sold to Swiss collector Karl Bloechle. Mr. Bloechle – an avid collector and an artist specializing in vintage automotive models – campaigned the Tipo 61 at prestigious historic racing events throughout Europe during the 1990s before finally selling it to respected Swiss collector and historic race car driver Carlo Voegele in 2000. Voegele decided to treat 2454 to a full refurbishment and entrusted German restoration and engineering company Capricorn Engineering with the task. Capricorn is well known for their restorations of classic and historic vehicles, having restored a number of important Porsches and Maseratis over the years. Near the end of the restoration process, 2454 was inspected, properly evaluated and received the ultimate stamp of authenticity: certification by Maserati Classiche, an honor which is believed to have been bestowed upon just one other Tipo 60/61.

Purchased by the consignor in early 2011, 2454 has since been exercised in historic racing events on such prestigious tracks as Spa- Francorchamps, Nürburgring and Goodwood. Capricorn Engineering has continued their support and race preparation of 2454 since the initial restoration, maintaining the sports racer in competitive condition.

©Gooding & Company
©Gooding & Company

In total, Maserati only built around 20 Tipo 60 and 61 Birdcages. Due to their competitiveness in period, the vast majority of these magnificent sports racers were campaigned, crashed and subsequently modified with different bodies and new chassis constructions. Very few Tipo 60/61s remain as complete and genuine as 2454, which still retains its original body and chassis. In the eyes of many experts, 2454 is one of the best and most genuine Tipo 60/61s in existence. It benefits from a known history and ownership by many prominent caretakers over the years, as well as Maserati Classiche certification. Accompanied by the sale of 2454 are a spare engine and transaxle, the car’s original bonnet and the complete certification binder from Maserati Classiche.

A highly competitive sports racer in any company, 2454 would be an ideal entry in the most prestigious vintage racing events worldwide, racing against period opposition from Ferrari, Aston Martin, Jaguar and Porsche. It deserves a spot in the world’s most prestigious collections of sports racing cars, and would most likely have an innovative angle on many of the cars already in place in such a collection.

Text and photos courtesy of Gooding & Company.

From Enrico in the UK

Two fine classic Maseratis went under the hammer at RM Auctions' sale at the Portola Hotel & Spa and Monterey Conference Center, Monterey, California on the 17th and 18th August 2012, a 1969 Maserati Ghibli Spyder and a 1962 Maserati 3500 GT.

LOT 230: A 1969 Maserati Ghibli Spyder

Chassis No: AM115S*1043*
Estimate:US $350,000-$450,000
Sold for US $407,000
335 bhp, 4,719 cc DOHC V-8 engine, five-speed manual transmission, coil spring independent front suspension, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic disc brakes. Wheelbase: 100.4"

• One of only 125 spyders built
• Five-speed manual gearbox
• Continuous ownership for 30 years
• Fresh cosmetic restoration
©RM Auctions
©RM Auctions
©RM Auctions
©RM Auctions

The Maserati Ghibli was the hit of the 1966 Turin Italy Automobile show. Designed by the brilliant young Giorgetto Giugiaro while working for Ghia, it was conceived to serve the same market as the Lamborghini Miura and the Ferrari 365 GTB/4 ‘Daytona.’ Production of the Ghibli began with a fastback coupe in April 1967, joined by the spyder in 1969. A race-bred, mid-mounted 4,719 cc V-8 engine with dry-sump lubrication and two chain-driven camshafts per cylinder bank powered the Ghibli, producing 335 horsepower.

The first of the V-8 Maserati GT cars, the Ghibli could accelerate from zero to sixty in 6.8 seconds and topped out at 154 mph—both remarkable figures in their day. It could be ordered with either a five-speed ZF manual transmission or a three-speed Borg-Warner automatic. The car’s tubular frame was derived from those of the Mexico and the Quattroporte sedan. The Ghibli featured disappearing headlamps, leather sport seats, and either alloy wheels or the optional and desirable Borrani wire wheels. Production ultimately totaled 1,149 coupes and only 125 spyders.

Although it was capable of supercar performance levels comparable to the Ferrari 365 GTB/4 Daytona, the Ghibli is also known for its drivability at low and high speeds, as well as its predictable, balanced, and forgiving handling characteristics, a feature attributable to near-perfect weight distribution and a low center of gravity. According to a recent road test in Classic & Sports Car magazine, “the truth is, you could learn to drive in this car or you could learn your racing lines in it.”

Offered here is an outstanding example of a well-maintained Maserati Ghibli Spyder. It has recently received a thorough cosmetic restoration, including fresh paint with a correct new interior. The restoration was executed on a highly original car that had just emerged from its prior ownership of over 30 years. In fact, it is believed that this owner was only the car’s second from the day it was delivered.

Elegantly and attractively refinished in its original colors of Graphite Metallic with black interior, it also features a new black convertible top. For the driver, it is equipped with the desirable five-speed manual transmission and is understood to run and drive as one would expect. The odometer shows just over 57,000 miles, which appear to be from new, and attests to the car’s well-preserved condition prior to the restoration.

It is no surprise, then, that Maserati Ghiblis are strongly gaining in popularity as worthy alternatives to their contemporary competition, the Ferrari Daytona. This particular car, in its handsome color scheme, is certainly a prime example.

This car is fully equipped with factory Air Conditioning, Power Windows and Power Steering options. Therefore, along with the 5-speed manual transmission, this example may be considered the most desirable specification of any 4.7 Ghibli Spyder. A tool kit is also provided, available for inspection at the auction site.

LOT 261: A 1962 Maserati 3500 GT
by Carrozzeria Touring of Milan

Chassis No: AM101*1954* Estimate: US $105,000-$145,000
Sold for US $137,500
240 bhp, 3,485 cc inline six-cylinder engine, three Weber 42 DCOE3 twin-choke sidedraft carburetors, ZF five-speed manual transmission, independent front suspension with coil springs, solid rear axle on leaf springs and tubular shock absorbers, and front disc and rear drum brakes. Wheelbase: 94.1"

• Ex-Peter Revson, Chris Amon, and formerly of the Uihlein Collection
• Superleggera aluminum alloy panel work by Touring of Milan
• Desirable second series specification with five-speed gearbox and front disc brakes
• Awarded Best Maserati at Cavallino Classic
©RM Auctions
©RM Auctions
©RM Auctions
©RM Auctions

The Maserati 3500 GT touring was introduced in 1957 and production continued until 1964, with approximately 2,000 manufactured during that period. Maserati 3500 GT AM 101.1954 spent the first five years of its life in Europe, as confirmed from research by marque historian Adolfo Orsi. In November 1961, Bologna Maserati dealer Cesare Perdisa, himself a former race pilot, placed an order for this car, finished in grey with a blue interior. Completed and delivered in February of the following year, Mr. Perdisa retained the car for two years, using it for dealership and promotional purposes, before it was acquired in 1964 by Bruno Deserti and registered with the Bologna Automobile Club. An up and coming Italian driver on the European circuits, Mr. Deserti later turned the Maserati over to a fellow competitor, Peter Revson, the dashing young Revlon cosmetics heir who was just beginning his racing career and driving in Formula Junior throughout Europe. At that time, Mr. Revson and other future auto racing stars were based in England, as were the major racing teams, their shops, and suppliers. As his career progressed, he would enjoy much success at the Indianapolis 500 and in Formula One, as well as Can-Am racing and a podium finish at the 12 Hours of Sebring with Steve McQueen.

According to supplied documents, Revson brought AM 101.1954 back to Modena in the summer of 1964 for a service. In fact, Mr. Orsi, grandson of Omar Orsi, of Maserati SpA, recalls being in his grandfather’s office when Revson arrived. By year’s end, Revson relinquished his stewardship to another competitor, Chris Amon, of New Zealand, the tremendously talented Formula One driver, whose long list of accomplishments included wins at the 24 Hours of Daytona and Le Mans. Mr. Amon later passed the Maserati to Walter Willmott, a fellow New Zealander and an employee of Team McLaren.

By 1967, AM 101.1954 had arrived stateside and resided in Wisconsin until about 2004, with such owners as Milwaukee sports car enthusiast Clarence Graham, Jackson Reiff (who enjoyed it in local rallies and driving events), noted collector David Uihlein, and Don Faul, who began a twelve-year process of redoing and repairing, as needed, every detail of the Maserati to the excellent driver quality condition it is in today.

The current owner acquired the car about eight years ago. Finished in West Indies Blue (Maserati color code 20527 Blu Antile Savid), the car’s interior sports the original and very comfortable touring seats with supple blue leather (Scuro Blu hides) over tufted wool carpeting. A new, factory correct headliner was installed by the current owner.

A crowd favorite at local shows, including the People’s Choice Awards on several occasions, the car was recognized as the Best Maserati at the Palm Beach Cavallino Classic Sports Sunday, among other honors. Please note that all tools, records, receipts, and the archived history provided by Dr. Orsi, of Historica Selecta, will accompany the sale of this handsome Maserati, with its exceptional list of documented former owners including Peter Revson and Chris Amon.

Please note the catalog incorrectly references Mr. Orsi’s presence in his grandfather’s office upon Peter Revson’s arrival. The provenance of this car, as it relates to the famous racing driver and the car’s subsequent owners is otherwise entirely accurate.

Text and photos courtesy of RM Auctions.

From Martin in Sweden

"Hi Enrico!

Hope all is well. Thought I'd send you some photos from my summer trip with the Indy!




Leaving for vacations from Stockholm.

Driving south to cottage...

With some luggage...

Interesting proportions...

Visiting Denmark! Destination the Copenhagen Historic Grand Prix.
Driving on the beautiful road between Helsingor and Copenhagen...
From Sergio in Spain

"Hello Enrico,

I am an Italian cars fan in general and of Maserati in particular. I have come across your excellent informative web page the other day and can't stop reading stuff. So here is a couple of 3500 GT photos I took during Autoretro 2011 fair in Barcelona.

What a beautiful car! Enjoy!

Kind regards,


From Darryl in Australia

"Hi Enrico,

I am trying to purchase a owner's manual for my 2004 Cambiocorsa Coupe. Do you have any available or know where I could purchase one reasonably priced ?

I have tried some Maserati dealers, and they want up to AUS $800, ridiculous.

Second-hand is ok, and even a electronic copy would be ok if I can't get a hard copy manual. I am in Australia, but any English version would be workable.

Looking forward to your reply.



"Hi Darryll,

I've got someone looking into their availability. If it needs to be ordered, the Maserati factory is presently closed for the summer holidays, will re-open end of August.

There are two manuals. One is the simple driver's handbook with the usual instructions on the general usage, the other far more expensive manual is for keeping a record of the service history.

Which one are you after ?



P.S. Some photos of your Coupe Cambiocorsa would be nice."

"Hi Enrico,

Just the driver's handbook, as I have the service manual. I beleive the Maserati factory will want alot of money for one, so probably prefer a second hand copy. Any help/prices will be greatly appreciated.



"Hi Darryl,

Here is the info you require, contact :

Good morning Enrico,

After our conversation yesterday about your customer in Australia who is after an owner's manual for their 2003 4200 Coupe, I haven’t got one here but if it is just the instruction manual they are after then they are available from the factory for £65.49 + postage to Australia. if it is the service stamp book when the car get serviced that your customer is after these do cost up to £400 and must be ordered through your local dealer as these have to be ordered via the chassis number.

Best regards.


Alec Campbell - Parts Advisor
Meridien Modena Ltd.

"Hi Enrico,

Thanks for your help. Here are some pics of it you requested.



From Reg in the UK

"Hi Henry,

A friend of Sue took these at Silverstone. Is it a 250F ? The roll hoop looks out of place ?




The Tipo Tec-Mec 250
Chassis No: F41

The Tec-Mec was designed and built by Valerio Colotti, the Maserati chassis and gearbox designer, after he left the factory in 1959 at his studio "Technica Meccanica".

The chassis uses smaller tubes than the 250F and is fitted with disc brakes, rack and pinion steering, independent front suspension with coil springs and adjustable dampers.

The car raced in the 1959 American Grand Prix at Sebring, driven by Fritz d'Ory, but retired with engine failure. It entered 5 other events in the USA and then disappeared.

It spent many years in the Donington Motor Museum and was purchased by a member of the mASERATI cLUB uK WHO regularly raceD it in Historic events.

From Jim in the USA


I am in need of advance springs for my 1962 Maserati 3500 GT distributor.

Can anyone help?

Attached is an article from Hemmings Sport & Exotic Cars (May 2009) by David Traver Adolphus.




First Love: A Maserati 3500 GT became the car of a lifetime

Like most of us, Jim Bruni loved cars when he finished college, but had never owned a new one. "I had a truck, a Chevy, and a Fiat 1200, among others," he said. But, like most of us, he had big ideas: "Obviously, owning a Maserati or Ferrari had been a dream."

©Hemmings Sport & Exotic Cars
©Hemmings Sport & Exotic Cars

Maserati hadn't built a 3500 GT for ten years when Jim went looking in 1974. The three models preceding it -- the entire historical Maserati road car production totaled 137 cars, powered with engines no larger than two liters and 150hp. But the 3500 GT used a 240hp, 3.5-liter straight-six derived from the Tipo 350S race car, and a body derived from Gina Lollobrigida. There was some practicality involved in the gorgeous Touring body: Though long, the engine was nonetheless set behind the front wheels (making it technically a front-mid engine), and handling (and sales) benefited accordingly. More than 2,000 sold over the car's long production run, with a few cars trickling out as late as 1965.

"Looking for a car was fun, now that I was making some money," said Jim. "I remember test driving a new E-Type, the last year they were made, and thinking that it was almost as much as my yearly salary as a young engineer!" Looking back at classifieds from the era, his $2,000 to $3,000 price range did put cars like an Alfa Romeo 2600 in range, but when he saw a 1962 3500 GT in the New York Times for $2,500, it was an easy decision, "something I could afford, and I loved the body style. But it was not running, with a blown head gasket."

©Hemmings Sport & Exotic Cars
©Hemmings Sport & Exotic Cars

"I was excited when I found the Maserati and paid the asking price," said Jim. "I was confident that I could make the repairs myself," which is not something every kid out of college says about his new Maserati. Fortunately, Jim's dad had started a lawn and tree care operation after leaving the Navy in the Fifties, so the young Jim spent his childhood working on the trucks and equipment for the family business. "I grew up working on cars," he said. "I would take apart anything. Even when I was a kid, I took the electrical outlet covers off to see how they worked. I'm lucky I'm still around." After that, it was a short hop into his rebuilding the engine in his first Fiat in high school, and in college he made a few bucks on the side buying and refurbishing cars. Then, of course, Jim obtained a degree in mechanical engineering and was in Groton, Connecticut, working on nuclear submarines when he acquired the Maserati, and even an Italian car can't compete with a Trident reactor core. "The Maserati was pretty easy to work on," he said.

So not only was he comfortable with a non-running car, he was happy to find one, particularly since the alloy body was good. "I didn't have the expertise, equipment or money to paint," he said. "I lived in an apartment with a garage as wide as the car, and no electricity except for an extension cord run from another garage. I kept most of the parts in my apartment."

©Hemmings Sport & Exotic Cars
©Hemmings Sport & Exotic Cars

He found that the blown head gasket on his engine allowed the carburetors to suck coolant in. "Luckily, the owner shut it down quickly," but after having it towed to his garage, he had to pound out the seized pistons. He describes the rebuild as requiring not much more than a thorough cleaning, although there was a fair amount of wear to the cylinder walls. "At the time, some parts were available through Grossman Motors in Nyack, New York. All I needed was the neoprene gasket that circles the block, keeping the coolant in and away from the oil. Each cylinder had a brass O-ring, which I reused."

Soon, Jim learned that the blown head gasket was no fault of the previous owner, but a design flaw, and after two or three more failures, he finally wised up. He says the only thing that located the gasket were six tiny steel balls, 0.060-inches in diameter, spaced three inches apart around the deck, and squeezed into place. "I basically roughed up the two surfaces with a center punch and that solved the problem," he said. "It ran great and became my weekend car." He also soon added screens to the stacks, which apparently had never been equipped with filters (we've seen other 3500 GTs without), "which didn't work that well, but it was something." He eventually came up with an air cleaner that fits over all three, although few things look as pretty as that row of six trumpets, attached to three dual-throat Weber 42 DCOE 8s.

©Hemmings Sport & Exotic Cars
©Hemmings Sport & Exotic Cars

And that's been the pattern, ever since: Repair and maintain as needed, but otherwise just leave it alone. The Pirelli 185 SR 16s it wears today are the only set of tires he's ever bought for it, and they've been on there for decades. Later on, he put in new carpet, Wilton he cut himself and had bound. "I'm not sure what the original color was, but the seats were red, which didn't look good, so I bought leather dye and sprayed them myself," he said, and in 2000 he did the rest of the interior, too.

"Around 1977, as my interest in Maserati grew, I purchased a 1956 200SI, #2414," one of between 28 and 32 200S and SIs (Sport Internazionale) made. He later sold it, but despite making good money on the sale, he wishes he still had it, "as we all do with previous cars we've owned."

In 1979, he purchased another 3500 GT, this time a parts car with a badly damaged body. He kept the engine and five-speed ZF transmission, while trading the rest for correct parts for his running car, like an original shifter knob and Ansa exhaust. The five-speed replaced the stock four-speed and is in there today, while 20 years later he's finally getting around to rebuilding the engine from the parts car.

©Hemmings Sport & Exotic Cars
©Hemmings Sport & Exotic Cars

Sub eight-second 0-60 times and a listed 148 MPH top speed apparently weren't enough for Jim, so a few years later after he replaced the transmission, "I purchased a set of oversize pistons from Kyle Fleming, a great source for parts, and installed them." He estimates 230hp today, and trusts the car up to about 125 MPH--we didn't press him for details on how he knew, but we've driven in New Jersey before.

"Over the next few years I rebuilt the Webers, brakes, wheel bearings, fuel pumps and the radiator," he said, and around 1990 he got tired of annual rattlecan refurbishments of the Borrani wire knock-offs and had them rechromed.

We noticed a fuel pump in the trunk: "There are two Lucas fuel pumps. Even with two, I always kept a backup 12-volt electric pump in the trunk, which I needed more than once," one of the little quirks you learn to live with over 35 years of ownership. The twin-plug design also means there are two complete ignition systems. "I am always amazed at the advanced technology used in this car in 1962," he said. "Dual overhead cams, hemi design, disc brakes, two plugs per cylinder and the use of aluminum." In addition to the alloy body, the block is aluminum with cylinder sleeves. "The oil pan holds 12 quarts and the oil filter is a foot long, actually two MGB filters stacked. Even the shifter is internal to the transmission and not mounted outside like many American cars of this era."

©Hemmings Sport & Exotic Cars
©Hemmings Sport & Exotic Cars

That all makes the driving experience unique. It's clearly not as tight as when it was new, but it's not 1962, either. We'd say he's done a darn good job of freezing it in time at the moment he first got it running. And what's more, it's always been running. Even as other, sometimes very interesting cars came and went, he's stayed true to his first love.

"It is still a thrill to open the hood and show the engine," he said. "I've driven this car every year, at least a few times. It was never in storage. And it still looks great."

This article originally appeared in the May, 2009 issue of Hemmings Sports & Exotic Car.

From Enrico in the UK

During the late Eighties, as part of Maserati's advertising strategy, they called upon the artistic talents of RenÉe Gruau, a renowned fashion illustrator. He produced a series of prints for Maserati.


Il fascino di un mito

La seduction de la vitesse

Seduction sophistiquée

Midsummer Nights

Temperamente con classe

Seductive elegance - Invito all'eleganza



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