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 enricomaserati@btinternet.com

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

YOU ARE NOW ON PAGE 265

 
 
 
 
From Enrico in the UK
 
AUTO ITALIA'S TRIBUTE TO MASERATI
 

Ciao Maseratisti,

When I first started my pages back in 1999, there was very little material published about Maserati; on the internet there was only George Perfect's magnificent Maserati Resource Center (my inspitarion !), very few books, and most of those were either "out of print" or with Italian text, and very very little published in the motoring magazines, save for the odd driving impressions and road tests.

Then along came Auto Italia magazine, which through the Ward Family, has published many articles covering all Maserati models and many prototypes. You see Phil and Michael Ward have a genuine soft spot for Maseratis, and I know this after spending a very pleasant weekend in their company at the Vernasca Hillclimb back in 2009.

To celebrate Maserati's 100th anniversary, Auto Italia have produced "Maserati Centenario" a souvenir special edition 84 page booklet documenting the story of our beloved marque. You will find details of how to get hold of your copy below. Don't miss out, as it is bound to become a collector's item !!!

 

"Maserati Centenario" by Auto Italia
 

Recorded by Auto Italia contributor Simon Park, "Maserati Centenario" follows the Maserati story from its roots in Diatto, through the Orsi dynasty, the Citroen years, the De Tomaso episode and finally Ferrari and the current Fiat administration. The dream of Fratelli Maserati all those years ago has finally been realised with Maserati becoming one of the most recognised and respected exclusive car marques.

"Maserati Centenario" is produced using superior materials and we believe that it is the best quality publication so far on the 100th anniversary. The format is the same size as Auto Italia with soft bound covers on heavier paper with 84 inside pages. The feature photography is sourced from Auto Italia's own archives and the layout has been designed by Art Editor Michael Ward.

PRICES:

GB £9.95 ( plus £1.10 postage and packaging ) UK
GB £9.95 ( plus £2.50 postage and packaging ) Europe and United States
GB £9.95 ( plus £3.50 postage and packaging ) Rest of the World

Payment accepted by Paypal, credit and debit cards

For further information and to order your copy of "Maserati Centenario",
simply email Josie Ward at josie@gingerbeerpromotions.com

 
 
 
 
 
 
From Enrico in the UK
 
MODENA MOTOR GALLERY 2014
 

Maseratisti,

I have just received details and photos of some of the mechanical innovations that form part of the history of Maserati, and will be on display at the Modena Motor Gallery exhibition next weekend.

Enjoy,

Enrico.

 

1929 - A crankshaft from the engine of the Maserati Tipo V4

 
©Dott. Matteo Panini
 

A 5-bearing crankshaft derived from the Tipo 26B engine. The combination of the two blocks in a single-cylinder engine casing allowed Alfieri Maserati to achieve a high displacement whilst limiting the transverse dimensions. Each group of eight cylinders was independent, with its own magneto, carburettor, supercharger and crankshaft. Unique and a crucial link was the heavy-duty connecting gear linking the two flywheels. Note that the external main and centre bearings are roller bearings.

 

1935 - Steering box from the Maserati Tipo V8 RI

 
©Dott. Matteo Panini
 

With the introduction of independent suspension in place of the classic rigid axle, a new concept in steering was designed: the box in Elektron, fixed on the clutch bell housing, was of dual effect. Under the action of the steering wheel it caused the two steering arms, one for each wheel, to move in opposite directions, which were the only controls elements. With this system one could keep the wheels in line under braking and enhance the ease of driving.

 

1939 - Crankshaft from the Maserati 6CM 1.5-litre 24-valve engine

 
©Dott. Matteo Panini
 

The crankshaft from final evolution of the Tipo 6CM engine that initiated the era of the 1939 Tipo 4CL. This engine debuted in Naples and later won the Kahlernberg hillclimb in Germany with Paul Pietch at the wheel. The 6CM 24-valve reappeared on the scene in 1946 at the Nice GP in the hands of Phlippe Etancelin. In this final evolution of the engine, its power reached almost 180 bhp at 6,600 rpm.

 

1955 - Maserati 250F cylinder head with desmodromic valves and fuel injection

 
©Dott. Matteo Panini
 
©Dott. Matteo Panini
 
©Dott. Matteo Panini
 
©Dott. Matteo Panini
 
©Dott. Matteo Panini
 
©Dott. Matteo Panini
 

Between 1954 and 1955, an experimental Maserati 250F engine was built with a desmodromic valve train and either direct or indirect fuel injection (including alcohol) to achieve a higher power output. The first desmo project at Maserati was initiated in 1943 by Ernesto Maserati with some later modifications by Technical Director Ing Giulio Alfieri. Another system was also researched by Ing. Massimino in 1944, and it was through these early studies that Maserati was able to produce this head. The engine, however, even though limited to 10,000 rpm, did not produce the power anticipated, and the desmo project was finally shelved.

 

1957 - Cylinder head from the Maserati 2.5-litre V12 engine

 
©Dott. Matteo Panini
 

The twelve-cylinder Maserati debuted at the French Grand Prix at Reims in 1957. It was equipped with four overhead gear-driven camshafts; each valve was fitted with two needle hair-pin springs (this would be the last engine to employ these types of springs). The intake manifolds were of "downdraft" type ", in other words arranged inside the V formed by the valves of each cylinder bank. By the end of the 1957 season this engine had achieved a power output of 300 bhp at 9,800 rpm.

 

1961 - Maserati Tipo 64 "Birdcage" rear chassis with De Dion tube and torsion bars

 
©Dott. Matteo Panini
 

Produced from 1961 to 1962, the Tipo 64 was the natural evolution of the Tipo 63, which in turn arose from the front-engined Tipo 60/61. The 64 had a lattice-framed chassis consisting of over 200 sections of Chrome-Molybdenum steel tubes of three different diameters: 10, 12 and 15 mm and had a new rear suspension with a De Dion axle and unique Amadori wheels in forged magnesium. Other changes were introduced to improve weight distribution. The first model had a body designed by Franco Scaglione, a former designer at Bertone, and was built by Gentilini and Allegretti for Scuderia Serenissima. The set of tubes welded together formed a true trellis with the advantage of reducing weight while increasing stiffness. The 3-litre rear engine had a power output of 320 bhp at 8,500 rpm.

 

1965 - A single-cylinder experimental engine for the Maserati V12 Tipo 9 engine

 
©Dott. Matteo Panini
 

A single-cylinder engine made in 1965 for the development of the F1 V12 engine to equip the Cooper F1 cars. From the Dell'Orto motorcycle-type carburettors, we move on to the Lucas direct fuel injection system, and bore and stroke were soon revised, from 70.4 x 64 mm to 75.2 X56 mm. The reduction in stroke permitted higher engine speeds and the adoption of larger valves; towards the end of the season, power output had risen to 360 hp at 9200 rpm, with a compression ratio of 11:1.

 

1966 - Cylinder head from the experimental Maserati V12 Tipo 10 engine with 3 valves per cylinder

 
©Dott. Matteo Panini
 

An experimental 3-valve cylinder head for the development of the new F1 engine for Cooper cars in the Formula 1 66/67 season. The valves (two intake and one exhaust) were all parallel to each other with two camshafts and dual ignition. The combustion chamber was formed internally in the crown of the piston and, thanks to the very compact well formed design, it was possible to adopt a very high compression ratio (11.8:1) to the benefit of thermal efficiency. The development of this new engine lasted all season and maximum power passed from the initial 375 bhp at 9,500 rpm to more than 390 bhp at 10,000 rpm. This was the swan song of the Maserati V12, because at the end of the year its career came to an end.

 

1968 - An experimental cylinder head with four valves per cylinder for the Maserati Ghibli 4.9 Tipo 115 engine

 
©Dott. Matteo Panini
 

A pair of cylinder heads built specifically for Sig. Paini of Verona, a customer very fond of the “Casa del Tridente” of Modena. The heads were mounted on his red 4.9-litre Ghibli, chassis No AM 115/49*314*, in exchange for using the car for"road testing" as Mr. Paini drove many miles in his Maserati. With these heads the engine was capable of delivering over 330 bhp for a top speed of over 280 kph. Projects already underway for the new Khamsin prevented proper development of this engine, which remained at the prototype stage.

 

1985 - Cylinder head from the experimental Maserati Biturbo V6 36-valve engine

 
©Dott. Matteo Panini
 

With the patent number 22710A/85 Maserati in 1985 presented the 6:36 engine: a 2-litre V6 with six valves per cylinder producing 261 bhp at 7200 rpm. The valve train system was named "finger control": a single command that moved three valves at the same time. Valve clearance adjustment was of the traditional type via screw and lock nut.

All valves, both intake and exhaust, were tilted in a different way in order to create a "swirl" (turbines) effect in the combustion chamber so as to improve the flows coming from the different intake valves. The patent while producing excellent results on the test bed, figures of more than 130 bhp per litre, proved unsuitable for series production due to frequent problems with detonation.

 

1981-1988 - 2.0-litre V6 engine of the Maserati Biturbo 2000

 
 

The Maserati Birurbo sported a chrome grille, four headlights and a trident in prominence, a wedge-shaped design, a characteristic sound, a multi-valve cylinder head and many, many, many wild horses. This "revolutionary" six cylinder engine V6 @ 90° of only 1996 cc was designed for the Biturbo of De Tomaso on December 14 1981 in order to allow a wider distribution among fans of the "Modena trident" and avoid the taxation penalties reserved for large-displacement sports cars at that time.

No doubt the features and performance of this new engine were respectable and comparable to cars with engines of a higher capacity: twin overhead camshafts, three valves per cylinder, a single twin-choke Weber carburettor and two Japanese IHI turbochargers (one per cylinder bank), a power output of 180 bhp @ 6,000 rpm and a maximum speed of 215 kph.

The Biturbo was produced from 1981 until 1988 when it was sold under the name 222 or 2.24v., leaving as a legacy its engine and inspiration, and lastly, the "Ghibli".

Among the versions produced, apart from the more sporty 'S' models, and achieving considerable success were the prestigious Spyder (with the collaboration of Zagato) and Racing (1991-1992).

 

2004 - Engine of the Maserati MC12 GT1

 
 

This is the engine mounted on the Maserati MC12 GT1, winner of the 2005 FIA GT Championship. The MC12 was a mid-engined car rear longitudinal and rear wheel drive. The engine is a V12 @ 65° with a displacement of 5,998 cc fitted with restrictor plates on the intake manifolds (imposed by the technical rules of the FIA GT) to limit power ouput to 650 bhp. The race version for customers without restrictor plates could reach 755 bhp at 8,000 rpm. This unit had a compression ratio of 11.2:1. The 6-speed semi-automatic "Maserati Cambiocorsa" type transmission was similar to that fitted to the 6-speed "Maserati Cambiocorsa", and with a weight of 1,150 kg. it reached a top speed of over 330 kph.

 
 
 
 
 
From Mike in the UK
 
MASERATI 222 SE
 

"Hi to all on this great site !

Just wanted to drop you a line concerning lack of boost pressure, from turbos, on Maserati Biturbos.

 

Mike's Maserati 222 SE

 
 

After having issues with mine, and finding no fault with the usual sensors and wiring, my attention was drawn to the two air to air intercoolers fitted on my 222 SE. Indeed one of these had 'split' at the seams and was leaking pressure badly.

 

The split seam on Mike's intercooler !!!
 

I recommend to anyone having boost issues to examine these intercooler units carefully, as it seems these are a weak point in the system.

Hope this helps someone somewhere with their car.

Best regards to all those keeping Maseratis on the road.

Mike (Kent)."

 
 
 
 
 
From Johann Stegny in Austria
 
MASERATI A6G 2000 SPYDER BY FRUA
 

Ciao Maseratisti,

A new 1:43 scale model of the Maserati A6G 2000 Spyder by Frua by ABC, available in June 2014 as a kit and hand-built !

 

The Maserati A6G 2000 Spyder by Frua by ABC
 
 
 
 
 
From John in the USA
 
A MASERATI QUATTROPORTE
 

"Enrico,

I own a Quattroporte 107 #1068. I wrote you a few years ago about it.

Here is the story I have written about it so far:

In October of 2011, a good friend of mine, Serra Pradhan, who runs the Marianne Boesky Gallery in Manhattan, gave me call asking for help with a mysterious car. It belonged to the noted Italian American artist Salvatore Scarpitta, and it had been in storage in Pennsylvania since his death in April of 2007.

Rumor was that it was a 4-door Maserati Mexico, but not being car experts they wanted my opinion. Pictures were sent and VIN plates where examined, and it was determined that a 1966 Maserati Quattroporte AM107*1068* was the vehicle in the storage unit. And as I learned more, the story behind the car became increasingly intriguing.

It was said that the car belonged to Leo Castelli, the most influential art dealer of the 20th Century, who had represented Warhol, Johns, Lichtenstein, and many artistic icons of the era. He also represented Salvatore Scarpitta, and in either 1974 or 1977, he traded the vehicle for a Scarpitta painting. It was imported in to the US in 1977 and safely stored in his studio.

Eventually, I was put directly in contact with Scarpitta’s daughter, Stella Scarpitta Cartaino. A native New Yorker and truly fantastic woman, we hit it off immediately. We got to talking, and she recounted how furious her mother had been when he had traded a painting for the car, as the family truly needed the money. But Salvatore refused to sell the vehicle out of principle, and kept it ensconced in his studio, instead—rarely driving it, as he couldn’t afford the insurance.

I offered to help her sell the car by doing some more research, and maybe send it to some of my contacts. But the more we chatted, the more she wanted me to have the car. After speaking on and off for a few weeks, she told me quite firmly that Daddy wanted me to have his car and to make her an offer. Oh, dear.

Now, the thought of buying any car sight unseen is wholly unadvisable. Make that an old Italian car that has sat for years in questionable surroundings, and the proper reaction would be to hide behind a substantial door and not come out till the scary car goes away. But something about Stella and the car’s story made me take a real leap of faith. I sent a truck out to the storage unit in Hanover, PA, and with the help of Scarpitta’s old racing friend, Greg O’Neill, (Scarpitta owned a sprint car for over 20 years sponsored by Castelli’s gallery, and O’Neill was his first driver) the car was extracted and put on a truck to California on February 10, 2012.

I had very little idea what I had just bought. Five days later the car arrived at a friend’s classic car dealership. It was dirty, but straight. All the pieces seemed to be there except for the badging on the trunk and dash. The biggest revelation was that the car was rust free. It had been repainted once, but the rest of the car looked original. It even had spares in the trunk, as well as seat belts from a sprint car. It looked like I had dodged a bullet. Unfortunately no one had left a priceless piece of art in the trunk or under a seat. Well, you can’t have everything.

A few months later, I had the untouched car towed to my new house. Not being a runner, and way to heavy to push, we had to bolt an electric winch to the floor of my garage and slowly coax the recalcitrant old girl up the considerably incline. Once inside and up on jacks, off came the wheels, a thorough examination followed and, as I had thought, she was a solid car.

The next deep breath was to see if the old V8 turned. After a thorough lubrication from top and bottom, the engine spun for the first time in many years. It looked like Daddy’s car was going to be an excellent candidate for a restoration, but before that, more research was in order.

With the help of Jeff Ehoodin, the Public Relations Manager for Maserati North America, I received a complete and official build history of the car from Maserati. The Quattorporte was ordered on March 30th 1966 by a Mrs. Maura Panni in Rome. It was completed and delivered in September of that year to the dealer, Sport Auto Roma, with a special order 4.719 cc / carburetted engine with a 5-speed ZF manual gearbox. It also had spoked Borrani rims, and was painted Blue Sera with a Neutra (white) leather interior.

My hat is off to the folks at Maserati Classiche, including their manager Fabio Collina. The amount of originally paperwork and documentation they dug up was astounding. Build sheets, order sheets, delivery sheets, and on and on.

That all was great news. The car was original and numbers matching. Although I was growing fond of the gold paintwork, the Blue Sera on white would be just stunning to return the car back to. Time now to get more concrete answers on its ownership history.

I went back to Serra to help me contact anyone it the art community who would remember the car. She contacted Castelli’s widow, and others who began to fill in the blanks. Luigi Sansone, author of "Salvatore Scarpitta: Trajectory" provided a slightly alternate history that was later backed up by other recollections. Around 1970, *1068* was given to Sal by his friend and collector, Di Matteo from Milan, who owned a toy industry in Italy, “in exchange for a painting with bandages (red, blue and white).” After using the car in Italy, Sal gave it to Leo Castelli and his wife, and they kept the car for a few years using it in Italy and France. Some time around 1976-1977 they returned the car to Sal who was now living full time in the US. So on a ship it went to New York City. After its arrival, Scarpitta would drive the car occasionally, but for the most part it sat in his art studio, first in the New York and then in Maryland. In all that time, the car has only covered 70,400 km (43,744 miles).

Now, there is much more to learn about the mysteries of *1068*, and as with any classic, that search may be never-ending, but I am now a caretaker of small part of art and automotive history, and that task is a welcome one. Stella gave me the car because she wanted to keep it “in the family.” Well Stella, Daddy’s car is safe and sound, and hopefully someday soon she’ll be back on the road, and somewhere Salvatore, I’m sure, will be smiling.

Cheers,

John."

 

John's Maserati Quattroporte
 

 

 
 

Are we ready ?

Okay then, off we go !!!
 

Nearly there !

Hip Hip Horrah ! We finally made it !!!
 
 
 
 
 
From Kevin in the USA
 
A MASERATI MERAK V8
 

"Hello.

I came across your excellent web site and thought that I would write...

I recently bought a 1975 Maserati Merak and am in need of some guidance and have some questions. This is my first Maserati.

I have previously owned a 1971 De Tomaso Pantera and a number of Bertone X1/9s. My current cars are a 1991 BMW 850i, a 1986 Bertone X1/9, and this Merak. This particular Merak was modified by a previous owner. It now has a Chevrolet 350 V8 engine in it. I have only owned the vehicle for about a month and have been out of town for most of that time… so I am just beginning to comprehend the “quirks” and other complexities of this beautiful automobile. The car has the original Maserati 5-speed transaxle and the Citroen hydraulic braking system. There have been a number of modifications and/or hacks made to the dashboard. New oil, water, and temperature gauges have been added to the center console and some mis-matched switches have been added to the dash as well. My Merak has the “oval dash” and the original tach has been replaced by an aftermarket (and round) tach.

My first really issue withe the car occurred last week. As I was droning around New Orleans, my car started to stall and then I saw smoke coming out of the dashboard from the area in-between the instrument cluster. (!) After quickly pulling over into a parking lot, I was able to determine that some of the wires in a bundle that leads up into the steering column were rubbing against the sharp metal of the steering wheel tilt mechanism. One wire, in particular, was frayed so much that the bare copper wire was touching the metal of the steering wheel column and causing it to arc and smoke. While still in the parking lot, I was able to position the wire in such a way that it no longer touched chassis ground and was able to (very carefully) drive home. Once home, after investigating further, I saw that the offending wire was not even connected to anything ! (such irony)

I took a bunch of photos of the car including a number of closeup pics of the steering column and the rats nest of wires that are under the dash. You can see them at: http://kpcworld.com/merak/. I also began to look for wiring diagrams and electrical schematics for my vehicle. What a mess ! I’m not sure if I should be looking at Maserati drawings, Citroen drawings, or making up my own drawings based on the extensive modifications to the vehicle.

I also have some initial questions about the braking system in my car. Every time I press on the brake pedal, I hear a loud ticking sound from just behind the passenger’s seat. If I hold my foot on the brake, the ticking sound usually slows down. It sounds like the hydraulic system “re-pressurizing.” Is this a normal sound ?

In the next week or two, I’ll take my car over to a local mechanic who knows a fair amount about American muscle cars. Hopefully, he’ll be able to give me some “peace-of-mind” about my Chevy engine. I want to do some general tune-up work. But, I’m afraid that he’s not going to have much insight into the peculiarities of the Maserati/Citroen parts of my car. I plan to turn to you - and the Internet - for guidance !

Thank you in advance for any and all help you can give to me.

Kevin."

 

Kevin's Maserati Merak

 
 

 

 
 

 

 
 

 

 
 

 

 
 

 

 
 

 

 
 

 

 
 

 

 
 

 

 
 

Reply from Enrico:

Hi Kevin,

Regarding the wiring, it's difficult without knowing exactly what has been changed/interferred with during the engine conversion.

Regarding the "clicking noise" when braking, sounds like the accumulator and should be attended to IMMEDIATELY !!!

MIE at www.maseratinet.com/ should be able to help you out with this one.

Regards,

Enrico.

 
 
 
 
 
From Roger in the UK
 
MASERATI MERAK V8 CLICKING NOISE !!!
 

"Hi Henry,

The problem is probably due to lack of pressure somewhere in the hydraulic system. Normally when brakes are applied there will be a click (which you won't notice) as the engine-driven pump recharges the hydraulic accumulator (green sphere). If it is clicking continuously then it means that the pump is working all the time against pressure loss.

This happened to me and it was the accumulator that had failed. A straightforward and relatively cheap job here in UK (McGrath Maserati) as the Citroen spheres are easily obtainable. Of course it may be a pressure loss elsewhere in the system, but I think the experts say the accumulator is the most likely cause. Either way it needs attention a.s.a.p.

A way to test the health of the hydraulic system (which operates brakes, clutch and headlights on the Merak SS): take the car for a run; when you're back home and stationary run the engine for a little while without operating brakes, clutch, headlights; turn off engine; raise and lower headlights repeatedly; healthy is 8+ successful up and downs; less than 5 is unhealthy; only 1 or 2 seek attention a.s.a.p. !

Hope this helps.

Best regards,

Roger."

 
 
 
 
 
From Christopher in Australia
 
MASERATI SHAMAL
 

"Hi Enrico,

This Shamal is currently located in Sydney.

Regards,

Christopher."

 

Maserati Shamal
 
 
 
 
 
From Enrico in the UK
 
WARNING: POSSIBLE SELLING SCAM !!!
 

Maseratisti,

A possible selling scam involving Maserati 3500 GT and Maserati Sebring restoration projects has been brought to my attention.

Whilst I cannot publish details, for various reasons, on this website, I am happy to send you details if you contact me at enricomaserati@btinternet.com.

Just remember, be careful when buying on the internet.

Regards,

Enrico.

 
 
 
 
 
From the Maserati Club in Italy
 
MASERATI'S "CENTENNIAL GATHERING"
 

Details of the provisional programme of events for the Maserati International "Centennial Gathering" have been released.

The three-day meeting, with the option of a fourth day on the 17th September, will take place between the 18th and 20th of September 2014, and is only open to members of an official Maserati Club.

 
 

 
 

The three-day meeting will commence in Modena, moving on to Cremona, then on to Turin, finishing at the new Maserati factory at Grugliasco.

For the optional fourth-day, participants will be taken to Bologna.

 
 

Participants will be free to roam around the Piazza Maggiore and Piazza del Nettuno for a rare and unique photo opportunity and visit the site of the first Maserati workshop.

 
 

As participants check in they will position their cars in Modena's main Piazza. They will then be able to tour the factory and be invited to an exclusive Walking Dinner Experience with surprising performers and opera singers.

 
 

Participants leave Modena, heading towards the San Marino del Lago circuit in Cremona. Here they will test the track and relax in the Maserati Lounge Area. Lunch will also be served at the circuit.

The transfer from Modena to Turin will be done on national roads and a TDS race will take place. The participants will depart to Turin, parading through the streets of Cremona on the way.

On arrival in Turin, guests will gather in the Piazza Castello. A Concours d'Elegance is planned to take place in Piazza San Carlo, after which the group will be transferred to the beautiful Reggia di Venaria for the gala dinner.

 
 

In the morning, cars will depart from Piazza Castello to Grugliasco, home of the AGAP factory. Guests will be able to visit the plant. The location will be the setting for a light lunch before the final leg of the day.

During the last morning, cars may leave Turin to reach Superga to visit the Basilica.

 
 
 
 
 
From Philippe in Belgium
 
TECHNO CLASSICA ESSEN 2014
 

"Ciao Enrico,

Here are a few photos taken of the Maseratis on display at the recent Techno Classica Essen Show.

Saluti,

Philippe."

 

Maserati Quattroporte III

 
 

Maserati 3500 GT

 
 

La targa italiana (La Spezia, Liguria) !!

Maserati Khamsin
 

Maserati 300S

 
 

The Maserati MC12 or the Jaguar XJ 220 ?
Which one would you choose ???

I think I'll take the Maserati MC12 !!!
 

Maserati Ghibli

 
 

Maserati Ghibli

 
 

Maserati Biturbo Coupe 1a serie

Maserati A6 1500 Pinin Farina
 

Maserati A6G 2000 Frua Spyder

Maserati artwork
 

Period crash helmet ( www.autotechnikauktion.de )

Maserati Tipo 61 by Drogo
 

De Tomaso Mangusta GT

OSCA PR2 by Fissore
 

The "patient" appears to be in good hands,
but will he survive after he gets the bill !!!

Parts on display by Crosthwaite & Gardiner
 
 

Maserati Biturbo headlights for sale !
 

Diplodocus barbecue !
Oggi, cosa possiamo mangiare di buono ???
 

Magnificent Maserati diorama
 
 
 
 
 
From Hans in Mexico
 
CLASSIC RESTORATION IN MEXICO
 

"Hello Enrico,

Here is the Maserati Ghibli that we restored. In the first photo it is me on the left and my father in the center talking about the restoration of classic cars during a radio programme.

I the next picture it's our craftsmen during a TV programme about our workshop.

All the best,

Hans."

 

Hans and his father during the radio programme

The TV crew film the restoration work carried out by Italia MotorSport
 

Italia MotorSport's craftsmen at work

Italia MotorSport's craftsmen at work
 

The Maserati Ghibli Spyder restored by Italia MotorSport

 
 

The Maserati Ghibli Spyder restored by Italia MotorSport

 
 

The Maserati Ghibli Spyder restored by Italia MotorSport

 
 

The Maserati Ghibli Spyder restored by Italia MotorSport

 
 

The Maserati Ghibli Spyder restored by Italia MotorSport

The panel-beater works on an Alfa Romeo Giulietta Spyder
 
 
 
 
 
From Daniel in France
 
TECHNO CLASSICA ESSEN 2014
 
 

"Hi Enrico,

Please see here download for the best pics of the Maseratis in Essen at Tecno Classica.

It was outstanding (the Maserati offering was breathtaking, especially the 300S on the stand of the German Maserati Club (thanks Walter !), but as well the 5000 GT by Allemano presented on the Carrozzeria Touring stand.

I have included some of the explanation sheet images for you.

Regards,

Daniel."

 

Maserati Tipo 61 "Birdcage" by Drogo

 
 

Maserati Tipo 61 "Birdcage" by Drogo

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

 
 

Maserati Tipo 300S

Maserati 5000GT by Allemano
 

Maserati 5000GT by Allemano

 
 

Maserati 5000GT by Allemano

 
 

Maserati 5000GT by Allemano

 
 

Maserati A6G 2000 Frua Spyder

 
 

Maserati A6G 2000 Frua Spyder

 
 

Maserati A6G 2000 Frua Spyder

 
 

Maserati A6G 2000 Frua Spyder

 
 

Maserati A6G 2000 Frua Spyder

Maserati Ghibli
 

Maserati Ghibli

 
 

Maserati artwork

 
 

Maserati A6 1500 by Pinin Farina

 
 

Maserati A6 1500 by Pinin Farina

 
 

Maserati A6 1500 by Pinin Farina

 
 

Maserati A6 1500 by Pinin Farina

 
 

Maserati A6 1500 by Pinin Farina

 
 

Maserati Ghibli

 
 

More Maserati artwork

 
 

Classic photo of the Maserati A6GCS Berlinetta by Pinin Farina

Maserati 3500 GT Spyder Vignale
 

Maserati 3500 GT Spyder Vignale

 
 

Maserati Ghibli

 
 

Maserati Ghibli

 
 

Maserati 3500 GT

 
 

Maserati 3500 GT

 
 

Maserati Khamsin

 
 

Maserati Khamsin

Maserati Ghibli
 

Maserati Ghibli

 
 

Maserati Ghibli Spyder

 
 

Maserati Ghibli Spyder

 
 

Maserati Quattroporte III

 
 

Maserati Biturbo Coupe 1a serie

 
 

BMW Glas 3000 V8 Coupe by Frua

 
 

BMW Glas 3000 V8 Coupe by Frua

 
 

BMW Glas 3000 V8 Coupe by Frua

 
 

BMW Glas 3000 V8 Coupe by Frua

 
 

Iso Grifo

 
 
 
 
 
 
From Peter in the UK
 
FIAT ABARTH
 

"Hi there Enrico, How are things with you ? Hope you and yours are well and enjoying life. Remember the article you sent to us all, about the Abarth 695 Biposto, and I replied with a further story about the Oakley 240bhp 695 special, then you asked if you could put my story on your website after reading about my racing my Abarths in the ‘50s & ‘60s ? Well I have remembered a little more detail, as to who I personally bought my 1,000 TCR from, obviously it was as told to you previously, as I got it from Radbourne Racing, but I forgot who sold it and serviced it for me. It was the Anstead Brothers, Geoff & John Anstead and their business partner Gladstone Small, who brought in the cars from Italy, with all the Abarth parts separately, and built them up here in their workshops in London, they charged by an uncomplicated menu, £1 for each Cubic Centimetre, so a 595 Abarth was £595, an 850 Abarth was £850, and a 1,000 Abarth at £1,000. This was quite unique in those days, and we were all as customers, allowed to peruse through the workshops and check if there was anything else we needed, to ensure your car was unique depending on whether you were to use your car on the road or on the track. It was a great way of doing business and their customers, like me, were looked after quite well, and We enjoyed our time with them. One day I remember they phoned me and asked if I would be at all interested in putting a 1,300cc engine from an Abarth Spyder in the back of my TCR ! I could not afford to do that then, and about a year later the Abarth Factory introduced the 1,300 in a Fiat 850 body, swiftly followed by a 1,600 and finally a 2,000cc engine was introduced. It was a real stormer, produced 240 bhp and was quite quick in those days, I have the full details in my Abarth Manual of ALL models produced by them from start to finish, including the record attempt cars, it is a wonderful book, I love reading it and remembering what I did many years ago when I was young! See you soon I hope, Regards, Peter.

 
 
 
 
From Ole in Denmark
 
MASERATI BITURBO SPYDER
 

"Hi Enrico,

I have a rebuilt my Maserati 222 series so it now looks like a 1993 model. The car has a long history.

Now it has an 18-valve 2.8-litre Biturbo non-catalytic AM 473 series engine No. 553060. Electronic ignition and fuel injection. From 1988-1991, am I right 255 or 285 HP ??

My problem is that the engine is misfiring at low rpm, under 2200 rpm. If you push it no problems. In high gear (manual) at low rpm it's misfiring.

How do I adjust and control it ? The car has covered 82,000 km.

Can you please help ?

Regards,

Ole."

 

 
 

 

 
 

 

 
 
 
 
 
 
From Newspress in the UK
 
POSITIVE SALES TREND CONTINUES FOR MASERATI
 

The UK remains one of the leading European markets for the House of the Trident.

 

 
 

Thanks to the steady growth of sales in recent months, Maserati continues to make significant steps towards achieving the objectives of its growth plan. The UK in particular continues to be one of the leading markets in Europe, with a total of 187 registrations in the first quarter of the year, and an increase of 115% compared to the same period in 2013.

In general, all of the major European markets have thrived, reaching 1330 registrations in the first quarter of this year (data from Belgium, France, Germany, Italy, Netherlands, United Kingdom, Spain and Switzerland) with an average increase of 464% compared to the same period last year.

Text and photo courtesy of Maserati

 
 
 
 
 
From Newspress in the UK
 
A SPECIAL MASERATI BY ZANOTTA CAPSULE COLLECTION
 

The Maserati by Zanotta Capsule Collection
 

A special Maserati by Zanotta Capsule Collection will be unveiled at Salone Internazionale del Mobile in Milan; the new exclusive pieces of furniture originate from the collaboration between the two brands, the protagonists of Made in Italy.

After the success of the collaboration which started last year with the Maserati Lounge Chair by Zanotta, also presented at Salone Internazionale del Mobile in Milan, the creative synergy is renewed, giving birth to the Maserati by Zanotta Capsule Collection.

 

The Maestrale Writing Desk

The Maestrale Writing Desk
 

The foot rest for the Grandtour Lounge Chair, the Corina chair and the Maestrale table are the three new pieces of furniture born from Maserati and Zanotta co-branding and, like the Lounge Chair, feature the prestigious signature of Ludovica+Roberto Palomba. The designers have created a new series of exclusive items inspired by the style of the iconic Maserati cars, conceiving them as autonomous pieces and, at the same time, an extension to and completion of the chair with which they share an aesthetic DNA marked with excellence and a strongly innovative spirit, in line with the philosophy of the two brands. The designers explain that the foot rest of the Lounge Chair “is inspired by the semantic universe of Italian-born American artist, Harry Bertoia”, where exquisite technical skill is accompanied by a great passion for formal experimentation.

 

The Maestrale Writing Desk and Corina Chair

Grandtour Limited Series Armchair and Footrest
 

On the chromed base, which also comes in a nickel-plated glossy black finish, rests the structure of rigid polyurethane, upholstered with polyurethane/Dacron Du Pont. The quilted removable cover is available in three different colour versions: dark grey leather with a light grey edge, light grey leather with a brown edge, mud-coloured leather with a light grey edge.

The Corina chair, Ludovica and Roberto Palomba say, “is characterised by a metal rod frame with a leather cover. The craftsmanship of the shell upholstery presents a series of curves and details that are similar to Maserati car seats”. The design of the light “armour” that joins the steel legs, in chrome or nickel-plated glossy black finish, to the rigid polyurethane shell allows for gentle, comfortable seating. The removable cover is made from quilted leather coupled with heat-bound polyester fibre.

 

Grandtour Limited Series Armchair and Footrest

Grandtour Limited Series Ermenegildo Zegna
 

The Maestrale desk has a clean, linear volume and is composed from a thick, flat Canaletto walnut top, which rests on a steel rod frame. Carved into the top, made of walnut-veneered plywood or, alternatively, in a sought after pigmented cowhide, there is a large drawer. The legs are chrome-plated steel or nickel plated glossy black. Regarding the design of the table, the Palombas explain that “the mix of materials and the exclusivity of the processing refer to the idea of know-how, common ground for Zanotta and Maserati”.

An extreme formal refinement and composition, conjugated to the high quality of craftsmanship, are common elements of the collection, which is enhanced by an additional piece thanks to the prestigious collaboration with Ermenegildo Zegna, the brand leader in luxury menswear. The Maserati by Zanotta Lounge Chair is proposed this year, together with its foot rest, in a special limited edition of 100 units, dressed in a precious 100% silk fabric produced by the Zegna Wool Mill, in combination with the leather. This is a transposition into the world of interior design from the Maserati Quattroporte Ermenegildo Zegna Limited Edition project, the limited edition of 100 cars conceived as a tribute to the 2014 centenary of Maserati.

Exclusivity, elegance and innovation are the values on which Zanotta and Maserati have built their history of excellence and at the same time represent the common ground on which the two brands came together to create this shared project, now in its second edition: the starting point and successful introduction for future collaborations.

Maserati by Zanotta Capsule Collection.

 
 

Designer's sketch

Grandtour Limited Series Ermenegildo Zegna
 

The Maestrale Writing Desk

The Maestrale Writing Desk
 

The Corina Chair

The Corina Chair
 

Grandtour Lounge Chair

Grandtour Lounge Chair
 

Grandtour Lounge Chair

Grandtour Lounge Chair
 
 
 
 

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