The racers that made Maserati's name on the track were mainly open cars, whether pre-war sports and single-seaters or post-war greats such as the 250F, 450S or the Birdcage. However, the revival of motor racing in the second half of the 1940s and the proliferation of requests from privateers, along with Maserati's decision to build production GTs, paved the way for a line of successful berlinette, while the aerodynamic advantages of a closed body also induced Maserati to work on competition coupés for the 24 Hours of Le Mans. An analysis of those enclosed racers makes for a compelling part of Maserati's competition history.
From the introduction of its first racecar in 1926 until the outbreak of World War II, Maserati produced almost exclusively racing cars, with only a handful of chassis being bodied by coachbuilders for road use. In fact, a sports car in those years was, by definition, meant to have open bodywork. The only sedan known from Maserati's pre-war production was a one-off built by Castagna or possibly by the Bolognese Menarini coachworks. Despite this a few notable closed cars were produced by Maserati.
The 4CM speed record car
One enclosed body of particular interest was the record car built by Carrozzeria Viotti of Turin in 1937.
Throughout the 1930s Maserati was heavily engaged in a program of speed record attempts to help establish its reputation, an approach which paid off very well in that period. Needless to say there was also a certain amount of nationalism involved, for in a time of growing international tension the great powers were keen to demonstrate their supremacy in all competitive areas.
This special 4CM 1500 retained the general architecture of the racing single-seater it was based upon. At the base of the project were aerodynamic studies undertaken by the CSA (Aerodynamic Experimental Centre) in Guidonia, characterized by a round nose, aircraft-like lift-up canopy and prolonged vertical fin. The car was presented with wings which, like the main body panels, were riveted together in a construction reminiscent of the famous Bugatti Type 57SC Atlantic, but seem to have been removed for the record attempts on the Florence-Viareggio autostrada. Giuseppe Furmanik, broke three class F records before technical problems set in, preventing him from completing the planned program in full. The car took the standing start mile and kilometer records from Raymond Mays' ERA, and set a speed of 148.4 mph (238.8 km/h) in the flying start kilometer. Maserati even considered entering the heavily-tuned car in voiturette races, but it proved too impractical and compromised to actually take part.
The A6 line
10 years passed before another closed Maserati saw the light of day. The company started work on developing its first ever production model, the in-line six-cylinder powered A6 1500, during the war, and it was subsequently introduced in 1947, elegantly bodied as a coupé by Pinin Farina. In parallel, the new A6GCS competition model, with the engine displacement increased to 2.0 litres was taking shape, soon sporting an open-wheel roadster configuration dubbed 'Monofaro' (single headlight). It was the last Maserati designed under the technical direction of the Maserati brothers.
But the A6GCS was also to spawn several interesting variants, starting from a prototype aerodynamic coupé built to take part in the 1947 Mille Miglia, which was intended to use a 6CM dohc engine, though without compressor. Driven by Luigi Villoresi teamed up with Guerino Bertocchi, it actually was the first non-supercharged Maserati to enter an event of international importance. Still short on development, the car broke a valve in the early hours of the race.
The body itself – its designer’s name lost to history - was very typical of the experimentation going on in the early post-war period, characterized by a very smoothly contoured body, a high continuous shoulder line, a tapering roofline and very small rear screen. The coachwork had been conceived specifically for the grueling Mille Miglia, and it would appear the chassis was re-bodied as a roadster in 1949 and then written off by its new owner.
The 2.0-litre Sports model in its original form went on to a reasonably successful career on the track but was pretty much out of the picture by 1949. To increase its competitiveness, Maserati developed a new version for 1953 (engineering progress had temporarily slowed down between 1948 and 1952 because of trade-union problems) fitted with a double overhead camshaft and twin-plug ignition, effectively raising the power output from 130 to 170 bhp. This time, the design proved extremely successful and attracted many privateers the world over, an additional element in its appeal being its pretty sports-car body built by Medardo Fantuzzi.
Guglielmo 'Mimmo' Dei, then Maserati agent in Rome and later the founder of the Scuderia Centro-Sud team, commissioned Pinin Farina to create a rakish coupé body for the new chassis. The result of this collaboration would stun visitors at the Turin Motor Show in April 1954 and at the Paris Salon in September, making its mark on automotive history as one of the most gorgeous berlinette ever produced.
Characterized by an incredibly low roofline - somewhat to the detriment of driver head room - the car sported a concave oval grille similar to the one just introduced on the single-seater A6GCM, while the wings were treated as a separate shape. Twin side exhausts on the driver's side (all four cars produced were LHD) made the silhouette even slimmer and enhanced the stretched lines of this ultra-sleek design. Equally amazing was the quality of the detailing on what was essentially meant as a full-on competition car.
Indeed, all four berlinette were entered in road races within weeks of their respective deliveries, though with devastating outcome: two were judged impossibly hot, noisy and impractical by their owners and were almost immediately re-commissioned as spiders; one finished a lowly 109th in the 1955 Mille Miglia (this one, chassis #2059, remaining relatively untouched, save for an engine upgrade to the more powerful A6GCM unit), while the first of the series, chassis #2056, claimed the life of Count Paolo Gravina's co-driver in a tragic accident on its first outing, the 1954 Giro di Sicilia. The body didn't appear too badly damaged, but the chassis was bent and the car just sat in the factory until its restoration in 1991. The two other cars had somewhat more tormented histories: chassis #2057 sported an even lower roofline, on recommendation from its owner who then changed his mind after taking part in the 1954 Giro di Umbria, and had it reverted to barchetta form (the chassis being renumbered in the process). The last chassis built (#2060) followed the same fate, and could never be reunited with its original body, hence the replicated coachwork now fitted. The original bodies of these two cars survive on other A6GCS chassis.
Maserati was a hive of activity between 1953 and 1957, with an ever-growing line-up of single-seaters and sports racers while production of GTs evolved in parallel. That period would climax with the 1957 Formula 1 Drivers' World Championship title. The great 250F itself was even the subject of a curious experiment when a bulging aluminium canopy was tested on it to assess aerodynamic values. Predictably, the idea was quickly dropped.
Earlier in the decade, the A6 1500 had been replaced by the A6G 2000, itself the subject of a major upgrade for 1954. Its double overhead camshaft engine brought it more directly in line with the specifications of the A6GCS, thus allowing Maserati to enter the high performance Gran Turismo market with a car capable of up to 210 km/h. It was offered with a choice of various bodies from three different coachbuilders, but interestingly 20 out of the 59 cars produced were sold with the more competition-oriented Zagato coupé style. Most of the early examples were sold abroad while, from 1956, several went to Italian privateers who campaigned the model extensively in hillclimbs, long-distance road races and track events. Though none of the three cars entered in the 1956 edition of the Mille Miglia saw the finish line (a single entry for 1957 did not fare better), the A6G 2000 Zagato did collect enough positive results to win the Italian title in the 2.0 liter GT class for the 1956 season.
Le Monstre
In 1957, Maserati also came very close to winning the Sports Car Manufacturers' World Championship with its fearsome new weapon, the 450S. On the heels of its promising debut in Buenos Aires and outright victory at Sebring, Maserati elected to prepare a streamlined body to spearhead the assault on the Le Mans 24 Hours, as was Moss's wish. Plans to enter the car already at the Mille Miglia were ditched due to lack of time after the CSI (International Sports Commission) rejected the original Frank Costin project, and Zagato was once more involved when it became clear that a fully-booked Fantuzzi would not be in a position to craft the body in time for the French endurance race.
The entry seemed doomed from the start, for the lack of preparation made for a long list of compromises and shortcomings in the execution. Almost inevitably, the race was over for the unloved machine (dubbed 'Le Monstre' by the ruthless French press) after just five hours, when a rear universal joint seized. Maserati's bad luck continued throughout the season, by the end of which the vast sums sunk into the racing programs forced the Orsi family to announce the marque's retirement from official competition. Never raced again, the Costin coupé was eventually adapted for road use and sold to an American customer.
The Tipo 151 line
Several privateer teams maintained their confidence in Maserati beyond 1957, and a revival in the Modenese company's financial fortunes, partly due to the success of its road-going models, meant that the Trident's contribution to motor racing was far from over. Rather the opposite, in fact, as was demonstrated by the next creation from chief engineer Giulio Alfieri, the Type 60/61 Birdcage. Though initially intended for the typically Italian 2-litre class, the model also turned out to be both a competition and commercial success in North America. Thus when Maserati developed the Type 151 coupé for the new prototype class introduced in 1962, Briggs Cunningham enthusiastically entered two of them at Le Mans for Hansgen-McLaren and Kimberly-Thompson, a third one being lined up by Maserati France for Bianchi and Trintignant.
The engine was derived from that of the 450S, but reduced to 3,944cc to match the 4.0 liter limit requirement of the category. Developing 360 bhp at 7,000 rpm, it pushed the car to over 284 km/h on the Hunaudières straight. Its four twin-choke downdraft Weber carburetors required a massive hood bulge on the otherwise low-slung body, somewhat reminiscent of the Birdcage's though with a sloping, truncated tail. The general construction was much more conventional than the Birdcage, with a front engine layout and a traditional tubular chassis, and most components came straight from the 450S parts bin. All three entries at Le Mans were forced to retire, starting with Thompson crashing out in the fifth hour while holding an excellent second place. Growing concerns with the car's behavior after an off caused the French entry to be withdrawn in the 10th hour, while the remaining car of Bruce McLaren and Walt Hansgen dropped a valve some three hours later.
Even so, the coupé had proved competitive well into the night. Despite this potential there was a lack of interest from the factory in furthering development. However Cunningham had his cars shipped to America, where they were raced between 1962 and 1963, one fitted with a 5,665cc type 59 speedboat engine. This same car, later with a 7-litre Ford V8, ended its career in a nasty crash at Daytona.
Colonel John Simone, manager of Maserati France, had identified the rear suspension as the culprit for the type 151's rather wayward handling and excessive tire consumption during the Le Mans event, and returned the car to the factory for some major upgrades over the following winter. The evolution became referred to as the "Tipo 151/1" in the process.
The new for 1963 5-litre limit called for a bigger engine, and the closest unit to hand was that of the production 5000 GT, itself a development of the 450S design. The complex De Dion rear suspension set-up was somewhat simplified and the body slightly altered. The car was also significantly lighter whilst the Lucas fuel-injected engine developed a very satisfactory 430 bhp at 7,000 rpm, resulting in a top speed of just over 300 km/h. The car was the single Maserati entry for the Le Mans 24 Hours with André Simon sharing the drive with Lloyd "Lucky" Casner, Its initial performance was impressive: it took the lead from the first lap and kept going strong until the differential seized just four hours into the race.
This time however, the Ecurie Maserati France team demonstrated greater confidence in the project and entered the car in more races in the remainder of the season. Unfortunately Simon crashed at Reims, while Bianchi took class victory at the Trophée d'Auvergne at Charade in the south of France but finished only 13th at Brands Hatch in the Guards Trophy. Confusingly though, the Charade result was reportedly in the 4-litre category, suggesting an engine swap just for that race.
The car was profoundly modified for 1964, with a new chassis allowing the engine to be set lower down, a sleeker body with a higher truncated tail and a few adjustments to the drive-train. The wheelbase grew from 2300 mm to 2400 mm. Its very clean shape was a synthesis of the essence and aggression of a true racing car. On the Hunaudières straight during that year's edition of the 24 Hours of Le Mans, this 151/3 version reached 307.8 km/h - the highest amongst all competitors - which understandably required some aerodynamic fine-tuning in the search for stability. Entered by Maserati France and driven by Simon and Trintignant, the car was, however, plagued with electrical problems and retired in the 9th hour.
It seems these problems were not properly addressed, for the car failed to complete the Reims 12 Hours and Paris 1000 km for the same reason. With incredible resolve, Colonel Simone returned the car once again to Modena, where it was heavily crashed by André Simon in testing towards the end of the year. All this bad luck didn't deter the team's efforts, and the car was presented at the Le Mans test day on April 10, 1965 with some further minimum modifications including a further increase in displacement to 5,046cc. In the treacherous weather conditions of the day the great American ace and long-time Maserati devotee Lucky Casner lost his life on the straight approaching Mulsanne, although it isn't known what caused the tragic accident.
Closed racers under Citroën
Maserati France went on to race a brand new model, the open-body Type 65, a that year's event, but luck was still not on their side and the car crashed in the first hour. Maseratis were never to be seen at Le Mans again, yet Alfieri, who stayed on as chief engineer when Citroën took over from the Orsi family in 1968, developed a group 4 version of the Bora in 1973 on the request of French importer Thepenier with the 24 hour endurance classic in mind. The 4.7-litre engine was enlarged to 4,930cc, developing around 400 bhp. Though two were built and tests had shown a huge potential, the cars could never be entered in competition because the homologation officials enforced a minimum annual production requirement of 500 standard cars, when only 157 were produced in 1973.
Under Citroën management, the Alfieri-developed 3-litre V6 of the SM and Merak found its way under the hood of the successful group 4 Ligier JS2 from 1972. Good for 330 bhp at 7700 rpm, the 24-valve unit helped the car win 14 out of 17 special stages at the 1973 Tour Auto, but only one out of three cars finished. The model got its revenge in 1974, taking 1st and 2nd. The car was raced extensively in European endurance races between 1972 and 1974, winning the 1973 Le Mans 4 Hours and taking part in the 24 Hours three years running, its best placement being 8th overall in 1974 with Lafitte and Serpaggi. A short wheelbase SM prototype was also considered for a Le Mans entry, but was never completed.
The Trofeo and MC12
With the troubled financial situation left by Citroën after 1975, Maserati did not have the leeway to consider competition programs during the De Tomaso era. Maserati coupés would eventually find their way back to the track after an absence of exactly 30 years, in the 1995-96 Ghibli Open Cup series. Fittingly promoted by Adolfo Orsi, grandson of the late Maserati boss, this long awaited return was based on the twin-turbo 2-litre V6 of the production Ghibli. With double overhead camshafts, 4 valves per cylinder, multipoint electronic injection, racing mufflers and mated to a 6-speed gearbox, the unit developed 320 bhp at 6500rpm. The challenge was held over eight races across Europe in 1995, electing 20 year old Denny Zardo as its champion, but was suspended halfway through in 1996 when Fiat chose to pull the plug.
The venture with Ferrari beginning in 1997 brought a similar one-make challenge in the form of the Trofeo for the Coupé Cambiocorsa, announcing a clear intention to return to competition. Continuing Maserati's immense competition heritage was natural, now that the company had been effectively turned around, especially considering the high level of technological expertise it could tap into. The car's weight was trimmed by 210 kg over the standard production car, technical improvements in most areas were made in compliance with the FIA GT regulations, principally to the suspension. The set-up was developed with help from Ferrari test drivers Luca Badoer and Luciano Burti. In its first seven-race season, the Trofeo, like the Ghibli Open Cup series, crowned a very young Champion, Emanuele Smurra. The car also took a Group 2 class victory on its maiden race in Melbourne, and was destined for further success.
With a further exciting shift in the company's fortunes starting with the turn of the millennium, Maserati announced its official return to international competition with a new FIA GT racer for 2004, the MC12. This mid-engined carbon fiber exotic dominated the FIA GT series, casting off competitors including Corvette, Aston Martin and Lamborghini. The MC12 has enjoyed an unusually long career for a competition car, winning races into the 2008 season, and enjoying a trophy case full of championships, including those for driver, team and manufacturer.
Conclusion
An important factor in the fundamental transition which shaped Maserati's image from the war up until the 1970s, these rare and now highly sought-after racing coupés represent an emotional slice of history.
As one can gather from reading this overview, the achievements of Maserati coupés in competition appear relatively low key when compared to those of their open-bodied sisters. Nevertheless, they represent a fascinating testimony to the Trident's engineering commitment, and take us back to a time when the works efforts were matched by those of a wide community of loyal customers who enjoyed their wonderful berlinette on the open road during the week, and took to the race track at the weekend.