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MASERATI: THE HISTORY

Officine Alfieri Maserati was founded on December 1, 1914 in Bologna, Italy. Since then, Maserati has played a consistently important role in the history of sports car culture and its development.

Nearly a century of activity has brought with it moments of glory on the road and the track as well as more difficult times, which have helped forge the company’s character and personality.

This includes the 246.029 km/h world speed record set by Borzacchini in 1929, the World Championship won by Fangio with the 250F in 1957, and the more recent launch of the new 390-bhp Coupé Cambiocorsa in Detroit in January 2002, which marked Maserati’s return to the US market.

However, Maserati’s history involves more than its glorious sporting achievements and the launch of great road cars; the company has also developed industrially over the years. Its relocation from Bologna to the current site in Viale Ciro Menotti, Modena in 1940 and its acquisition by Ferrari, completed in 1997, are but two examples of the many major events which have hailed important developments in Maserati’s expansion strategies and the launch of its new cars.

Maserati is a marque that began life in a local context but then went on to become a major international concern, with representatives in 43 countries. In this section, you can relive this enthralling history and get to know the people, achievements, and cars which have made the marque famous.

The first Maserati era: 1914 to 1937

Maserati Australia and New ZealandStreet Address: Heritage Building, Campus Business Park, 350 Parramatta, Road, Homebush NSW 2140 Australia.

Postal Address: Ateco Automotive , Pty Ltd, Locked Bag 260, Silverwater, NSW 1811, AustraliaTelephone: + 61 2 9701 8000 Direct Telephone +61 2 9701 8015 Fax: +61 2 9701 3555 Mobile + 61 407 913 244 E-mail:

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- 2 -After the war, the company moved from Via dé Pepoli to new offices in the suburbs of Bologna. The Maserati brothers' main activity was still tuning Isotta Fraschini cars, but they also worked on other makes.

Alfieri began his career as a racing driver and soon proved his worth, winning on the Susa-Moncenisio, the Mugello Circuit and the Aosta-Great Saint Bernard. Diatto offered him a chance to design cars for the company and even to race with them. Unfortunately, in 1924, having dominated the San Sebastiano GP, he was disqualified for five years, even though he had retired, for having replaced the 2-litre engine in his car with a 3-litre unit. The penalty was lifted a few months later.

Away from the racing world, Alfieri dedicated himself entirely to the workshop and in 1926, after leaving Diatto, he produced the Tipo 26, the first all-Maserati car, and the first to sport the trident trademark. The Tipo 26 won its class in its debut race, the Targa Florio, driven by Alfieri Maserati himself.

In 1927 Alfieri had a serious accident in the Messina Cup with the Tipo 26B, after taking third place at the Targa Florio. But even with him sidelined, Maserati still won the Italian Constructors' Championship. In 1929 the V4 appeared, with a 16-cylinder engine, making its debut at the Italian Grand Prix and setting the world Class C speed record over 10 km at 246.069 km/h in Cremona, with Baconin Borzacchini.

The record set by the V4 helped to enhance the company’s image and guaranteed a considerable influx of funds, allowing the company and its activities to expand. In 1930 the V4 driven by Borzacchini won Maserati’s first outright victory in a Grand Prix, in Tripoli.

In 1931 came the 4CTR and the front-wheel-drive 8C 2500, the last car to be designed by Alfieri Maserati, who died on 3 March, 1932. An enormous crowd attended his funeral in Bologna, including workers from the plant, famous drivers, and ordinary people, who wanted to show their affection for the great man.

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Alfieri's death did not discourage the Maserati brothers; Bindo left Isotta Fraschini and returned to Bologna to continue the great venture began by Alfieri, with Ernesto and Ettore. Maserati's racing activities continued to be intense and successful; an 8-cylinder, 3-litre engine also appeared.

In 1933 Tazio Nuvolari joined the team, making a significant technical contribution, particularly in the fine tuning of the chassis, adapting it to the characteristics of the new engine; Nuvolari won the Belgian Grand Prix, and those of Montenero and Nice. That was when Mercedes-Benz and Auto Union began a sustained assault the racing scene, making life difficult for Maserati in the more important races.

In spite of this, the company continued to notch up victories in more minor, national races, and this led the brothers to direct output toward this area. In 1936 they found a patron in Gino Rovere who invested a great deal in the company and appointed Nino Farina, his "protégé", as Chairman. The 6CM appeared, which gave Maserati the competitive edge in the voiturette class.

The golden years: 1937 to 1967In 1937 the Maserati brothers sold their shares in the company to the Orsi family from Modena, even though they were not in financial difficulties, and the company moved from Bologna to the now historical headquarters on Viale Ciro Menotti in Modena.

Ernesto had already designed the 4CL and 8CL engines, which powered the cars of the same name in the late 1930s. The Maserati brothers stayed on in Modena as chief engineers until 1948.

The company dominated the racing scene again, despite strong competition from Mercedes. On 30 May. 1939 it scored an important victory at the Indianapolis 500 with Wilbur Shaw in the 8CTF, a feat it repeated the following year.

During the Second World War, Maserati adapted its production accordingly, turning out machine tools, electrical components, spark

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- 4 -plugs and electric vehicles, but returned to its original activities after the war, with a new GT car, the A6 1500.

The A6G CS debuted successfully on the Modena circuit with Alberto Ascari; and in those years its racing rivals were the Alfettas, Ferraris, and Talbots.

After several wins, life became less easy for Maserati in the 1950s as Alfa Romeo and Ferrari were extremely competitive. In 1953 Gioacchino Colombo was appointed Chief Engineer and modified the A6GCM. The team was also strengthened by the arrival of drivers of the calibre of Fangio, Gonzalez, Marimon, Bonetto and de Graffenried, and brought home some important victories in the 1953 season; in fact, Fangio won that year's Italian Grand Prix from Ascari and Farina in Ferraris.

Colombo also laid the foundation for the Maserati 250F, which was later developed by Alfieri. 1954 saw the debut of the 250F, with which Fangio won the Argentine Grand Prix on its debut.

In 1955 and 1956, Maserati won other important victories; in 1957 Fangio returned to Maserati and won the World title for the fifth time – the first time for Maserati - with the 250F.

Although the company announced its official retirement from racing that same year, it never withdrew from the scene completely because Maserati continued to build racing cars like the Birdcage and other prototypes for private teams, and to supply engines for the Formula 1 cars of other constructors, such as Cooper, for which it developed a 12-cylinder, three-valve engine with triple ignition in 1965.

Production of the 3500 GT, which was launched in 1958, began at the start of an important new era for Maserati, and the plant had to be expanded. Production cars and sales became the main goals and Maserati’s racing activities became marginal.

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- 5 -The Sebring was presented in 1962 and the Quattroporte in 1963, the first Maserati 4-door saloon with a 90° V8 engine and a displacement of 4,136 cc.

Alternating fortunes: 1968 to the presentMaserati’s output continued to grow, and its models to boast a constant stream of new features.

However, the real big news came in 1968, when Citroën bought out the Orsi family's shares, although Adolfo Orsi remained Honorary Chairman of the company.

The Giugiaro-designed Bora, the first mass-produced mid-engined Maserati, was presented at the 1971 Geneva Motor Show; Maserati also built the occasional racing car engine, and that same year, a Citroën SM with a Maserati engine won the Morocco Rally. With the launch of the Merak and Khamsin, Maserati’s production continued apace. But in 1973 the Yom Kippur War sparked the Oil Crisis, making life increasingly uncertain for the company, although it still had enough vitality to introduce both the Quattroporte II prototype, bodied by Bertone, and the Merak SS.

The situation worsened, and on 23 May, Citroën announced that Maserati was had gone into liquidation (the French car maker had signed an agreement with Peugeot but had lost interest in the Modena company). Pressure from the industrialists’ association and the local and provincial councils succeeded in persuading the government to intervene, and Maserati avoided closure by handing over control to GEPI (a government agency that financed companies in difficulty in order to save jobs).

In an agreement signed on August 8, 1975, most of the company's share capital was acquired by the Benelli company, and Alejandro De Tomaso, an Argentinean former racing driver who had also competed for Maserati, became Managing Director. De Tomaso managed to get the company off the ground again, albeit with difficulty, and by 1976 he had launched a new model, the Kyalami, presenting the

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- 6 -Quattroporte III, designed by Giugiaro, soon after at the Turin Motor Show. By the end of the year, output had picked up significantly.

The 1980s saw the production of a new type of car, with a relatively low purchase price but impressive performance: the Biturbo, of which over 30 different versions appeared, in coupé, 4-door saloon and spider forms.

The turnaround for Maserati came in 1993, when the company's entire share capital was acquired by Fiat Auto. A year later the first new arrival under the Turin company’s ownership appeared in the form of the Quattroporte. Designed by Marcello Gandini, it boasted all of the enormous refinement, luxury and sportiness for which the marque was renowned. On 1 July, 1997 Fiat sold Maserati to Ferrari, and a new era began for the company. That year the historical plant in Viale Ciro Menotti, Modena closed temporarily while an ultra-modern assembly line was installed, to produce a new car, the 3200 GT.

This was presented to the public at the 1998 Paris Motor Show, and proved to be a thoroughbred, front-engined GT in the best Maserati tradition. It was joined that same year by the Quattroporte Evoluzione, and output soon exceeded 2,000 cars a year.

The complete reorganisation of the marketing network and the expansion of the plant, where new management offices were built, gave further momentum to the renewal process in 2000. The following year, the new Spyder appeared, and was unveiled for the first time at the Frankfurt Motor Show, during which Maserati also announced its intention to return to the North American market. This decision was confirmed in January 2002, when the Coupé made its world debut at the Detroit Motor Show. Like the Spyder, it introduced a number of important innovations, from a new 4,200 cc 390-bhp V8 engine, to its suspension, chassis and F1-type gearbox.

Maserati: The TurnaroundThe Modenese automobile revolution began back in November 1991 when the Fiat Group decided Luca di Montezemolo would be the man

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- 7 -to reshape Ferrari and make it a company capable of facing the challenges of the new millennium.

Maserati was purchased jointly by the Fiat Group and Ferrari S.p.a. in 1997, each company with a shareholding of 50%: this date marks the start of a relaunch of one of the world's most glorious car brands.

Ferrari became the sole owner of Maserati in 1999 and with an injection of financial resources, a new management team and a shareholder-partner capable of understanding and respecting its identity, the brand immediately made an outstanding comeback with the Coupé 3200 GT.

The factory in Viale Ciro Menotti received special attention and an intensive programme to modernise the production line saw Maserati achieve superb quality standards, one of the factors that had always made the brand so prestigious.

The Ferrari-Maserati relationship was founded on an extensive exchange of design and manufacturing know-how, although the diversity in terms of their history, context and workforce was preserved. Respect for the diversity of the two brands and synergies in the research and development area are the two factors that Chairman of the Ferrari-Maserati Group, Luca di Montezemolo, continues to emphasise even today as being the cornerstones of the Group's strategy.

With a return to the United States market and simultaneous launch of a new range of cars, it can be said the relaunch phase is now successfully underway.

But the present and future of the "Trident" brand hold many new challenges. A return to the sports saloon segment with the new four-door, success in racing with the Maserati Trophy Championship and the latest challenge, the FIA GT Championship. And then again, the start-up of the new plant with the potential for a higher production volume. These are just some of the significant events that make this

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- 8 -a year full of new goals to be achieved by this historic, but at the same time, rejuvenated Italian company.

The Factory HistoryWith the passing of time, memories and materials are lost and it becomes difficult to put together an interesting and credible history of a company founded over 85 years ago.

Changes of ownership, as well as changes of factory and restructuring, are an integral part in the life of a company, but at times knowledge gets scattered and precious documents are mislaid and disappear, never to be recovered.

Fortunately, the Maserati archives still contain a great deal of material, but to give a more precise picture of the company history, we must turn to the contributions of the Orsi family, a family that determined the fate of the company for many years.

So here it is, the story by Adolfo Orsi, grandson of the original owner, who recounts the most important phases in the history of Maserati.

Maserati’s history began on the 1st of December 1914 in a garage on Via De Pepoli 1/A in the heart of Bologna, when young Alfieri opened an automotive workshop and garage catering for Isotta Fraschinis.

The outbreak of World War One did not stop Alfieri from patenting an automotive spark plug that he produced in Milan with his mentor, Vincenzo Trucco, Isotta’s works racing driver.

Immediately after the war, the company was wound up, but spark plug production was moved to Bologna, along with the business of selling leftover war parts and the production of the first “special” racing cars assembled with parts from varying sources, with which Alfieri won his first races. More space was required to develop this activity further, and in 1919 a move was made to a big old demijohn factory at Via Alemanni 179 in Pontevecchio, on the eastern outskirts of Bologna, which included living quarters for the family on the first

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- 9 -floor. This is where the first car to wear the Trident marque on its radiator grille, the Tipo 26, was built in 1926.

In 1937 the Maserati brothers sold all of their shares in the Officine Alfieri Maserati and the Maserati Spark Plug factory to Adolfo Orsi of Modena, a self-made man who had developed numerous iron and steel businesses in the surrounding towns. The Maserati brothers remained on as engineers, producing some of the racing cars that made Maserati famous, including the 8CTF, which won two consecutive editions of the Indianapolis 500.

There was a tremendous amount of activity going on under the new Orsi management, including plans for the construction of GT cars, with the result that production was moved to two modern factories in Modena. The first, which was to become the Officine Alfieri Maserati workshop in Viale Ciro Menotti 322, was situated next to the steel production plant and foundry at the very heart of Orsi’s industrial empire. The second, in Viale General Paolucci, became the spark plug factory.

The position of both buildings along the hugely important Milan-Bologna railway line, which linked central and southern Italy to the industrialised north, also provided a direct railway connection for the factory in Viale Ciro Menotti. The factory premises themselves had originally been designed to house an industrial carpentry business and thus had very high ceilings and ample space for future expansion.

In the meantime, however, war broke out and the Alfieri Maserati factory began manufacturing machine tools and electric vans and lorries, while the Maserati spark plug company also produced batteries. At the time, the factory in Viale Ciro Menotti consisted of nothing more than a group of warehouses overlooking the road (A) while the warehouse to the rear (B) had only a roof and no floors. In fact, it was not until 1954 that the first section would be converted to house the heat treatment section and a customer assistance area, the latter devoted to the growing number of private owners who drove Maseratis.

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The machine tool business was sold off in 1958, leaving the A group of warehouses empty, and car production was transferred to the B edifice. In the meantime, the first building in the third group (C) was constructed, and the ground floor of the office block (D) was used as a changing room with the director’s office on the first floor. By 1964, the newly renovated first factory (A) was back in use, housing the first assembly line for the production of the Mistral, Quattroporte and Sebring.

In 1965 three more buildings were built in the C group for the Technical Office, the Road Test division, the Chassis Construction Area, the Customer Service department and the newly created museum. Following the construction of the flyover, the main entrance was moved to the end of Via Verdi, where the porter’s lodge can still be found.

In 1969, following an agreement with Citroën for the production of the SM engine, two more structures were erected in group E to house the engine assembly line and 14 test benches, while a second floor was added to the B warehouse, thanks to its high roof, making space for a bodyshell warehousing area and changing rooms.

In 1972 to 1973, the Customer Service department was moved to building F, which was rented by the company. In 1995, building G was renovated to house the management offices.

After the Ferrari take-over, a major renovation programme was launched under the guidance of architect Roberto Corradi. Work started in 2000 with the demolition of the C1 building, and the creation of a new suppliers’ entrance on Via San Giovanni Bosco. Contemporaneously, building F was taken down and replaced by the new Head Office Tower (L), offices (M), a roofed structure (N), and the multi-storey car park (I).

Work was completed in mid-2003, launching Maserati well and truly into the third millennium.

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MASERATI HISTORY BY DATES

1914-1924Maserati was born on 1 December 1914 under the name ‘Società Anonima Officine Alfieri Maserati’.

It is the oldest sportscar manufacturer in the world and one that has always fiercely maintained its innovative, independent streak. From humble origins, Maserati has grown to become one of the world’s most important marques. Somewhere along the way, the Maserati myth was created. The history of the Modenese company is a colourful one, full of daring exploits on the track mirrored by equally courageous commercial decisions. In rejecting Henry Ford’s mass production methods, informed by the Taylorist thought of the time, Maserati opted to place the client at the core of its operations. The famous Ford quote, “people can have the Ford Model T in any colour, so long as it’s black”, would never be heard in a Maserati workshop.

Frederick Taylor’s influential ‘Principles of Scientific Management’ was to drastically alter production methods around the world. The compartmentalisation of work and the focus on the product (not the customer) were foundations of the Taylor ideal. Thus, workers performed repetitive tasks on the production line. Mass production was the way forward. For its time it was a revolutionary idea, but one totally alien to the way things were done at Maserati. Right from the early days of the company to today’s ‘Officine Alfieri Maserati’, Trident clients have been able to personalise their vehicles right down to the smallest detail. The personality of the Maserati gave them a uniqueness in marked contrast to the standardisation of mass produced models.

Huge strides in the sciences and technology were beginning to give humankind the instruments necessary to comprehend, and in some cases, dominate the natural world. In 1914, the strategically important Panama Canal was completed. Peering through his telescope, the astronomer Perciwall Lowell discovered Pluto. Two years later and Einstein changed forever the physical world with his

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- 12 -General Theory of Relativity. It was an age of exploration and discovery. Much could be gained – and earned – by the taking of risks.

Maserati’s founder, Alfieri, began his racing career on the tortuous Italian roads. He was good, very good. He won the Susa Moncenisio, he triumphed at Mugello and he was victorious in the Aosta-Gran San Bernardo. His driving skill and technical knowledge impressed those around him leading to his being engaged by Diatto to plan and race its vehicles.

Things did not all run smoothly as, on 24 April 1915, Italy declared war on Austria. The Great War marked the end of racing competition and put on hold any plans Alfieri had for the company. Six long years would pass before he would climb into a racing car again.

The first post-war GP was held at Le Mans in 1921. The Alfieri-tuned racers were as competitive as ever but there were calls to make the cars even faster. Alfieri had to pull out after having dominated the 1924 San Sebastian GP. He was later accused of substituting his 2-litre engine for a 3-litre version and was hit with a five-year ban. The penalty was a harsh one and the authorities, on reflection, agreed. After only a few months, the ban was lifted.

1924-1934Toward the end of the 1920s everything seemed possible. Even the toughest challenges were taken on with the certainty of a successful outcome.

The optimism was almost palpable and the euphoria in the air after the ending of the First World War had not yet died down. This was the era of Louis Armstrong who, heading the Hot Fives, made the world groove. It was also the period of Fleming whose discovery of penicillin gave the world hope. It was into such a period that Maserati emerged. Having left driving behind, Alfieri understood the importance of dedicating himself to the production and development of racing cars. He now spent time in his workshop. After ending his collaboration with Diato, in 1926 he created the first entirely Maserati

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- 13 -vehicle. It was the Tipo 26, a dream car that showed to the world a new badge, the Trident. The Tipo 26 won first time out, and it was no ordinary race. It won its class at Targa Florio. In the driving seat was a driver who knew the Tipo 26 well: Alfieri Maserati.

Euphoria, desire, and seemingly impossible dreams were realised. In 1927 Charles Lindbergh took off in the Spirit of Saint Louis for the long trip from New York to Paris. The boundary between fantasy and reality was becoming blurred, but it was grim reality that Alfieri had to deal with in 1927. The Tipo 26B, an evolution of his first car, was involved in a serious accident in the Coppa Messina. Things were going well, very well. Alfieri had just obtained third place in the Targa Florio but gave up racing. Maserati continued its triumphant match and won the Italian Marche championship.

The determination to succeed at extraordinary feats appeared unending. With Charles Lindbergh’s radiant smile and the intoxicating rhythm of Ravel’s recently composed Bolero to spur him on, Alfieri made his own spectacular contribution in the motoring field when, in 1929, Maserati shattered the world speed record in the famous V4. The 16-cylinder machine made its debut in the Italian GP. Later, in Cremona and with Baconin Borzacchini at the wheel, it reached a speed of 246.069 km/h on a 10km straight.

Nowadays this speed can by reached in total comfort by any Maserati model, with the air-conditioning on and the stereo playing the music of choice. However, in 1926, 246.069 km/h was extremely quick. We only have to think of the imposing Rolls Royce Phantom I, then new on the road, that had left Autocar journalists speechless with its top speed of 75 miles or close on 120 km/h.

The record caused a mighty stir. The achievements of the V4 contributed to the visibility of the marque and led to fresh injections of capital into the company.

Thus Maserati received a lifeline and, as if the record was not enough, a year later the V4 and Borzacchini, in Tripoli, scored the first GP win. ‘Made in Italy’ as a concept did not exist back then but

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- 14 -Italy made the news around the world when, in 1930, Guglielmo Marconi left the world dumbfounded when he switched on a set of electric lights in Sydney, Australia. The era of communication had begun. The House of the Trident immediately exploited its huge fame. In 1931 it produced two more marvellous models: the 4CTR and the front-engined 8C 2500. Everything was possible, remember. Dreams could be realised. In 1931, what stood as a symbol of human achievement was erected with the construction of the Empire State Building. It was not only the USA that was making history as, in 1932, Ibn Saud reunited his territories under the flag of Saudi Arabia.

The elation at Maserati was tangible. Once more, this was diluted with sad reality. The superb 4CTR and the 8C 2500 would be the last models developed by Alfieri Maserati, who passed away on 3 March 1932. This event too was transformed into an occasion, testimony to the importance of the Modenese company in Italy. An enormous crowd gathered for his funeral in Bologna and in a public display of his status, workshop mechanics, the world’s most famous drivers and many, many common people mingled together.

Alfieri’s death did not discourage the Maserati brothers. Bindo left Isotta Fraschini and returned to Bologna to continue, with Ernesto and Ettore, the enterprise founded by Alfieri. Tenacity, passion and the will to win: the lessons of Alfieri still held true. The racing continued unabated with ongoing success and productivity levels higher than ever (a new 3-litre, 8-cylinder model was produced). The Italian image was a winner. Financial institutions had faith in Maserati and backed the fledgling company. It was now 1933 and Rex claimed the Blue Riband for setting the record for a crossing between Gibraltar and New York.

It was destiny that this was the year that Tazio Nuvolari arrived at Maserati (click the link on the right for more on Nuvolari and Maserati). Nuvolari was a legend who also contributed greatly to technical refinements especially regarding perfecting the chassis and in adapting it to the characteristics of the new engine. Nuvolari claimed the Belgian GP, won at Montenero and again in Nice.

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- 15 -It was in Nuvolari that Maserati found a driver who matched its spirit. The striving for perfection and commanding style were characteristics shared by Maserati’s technical innovation and Nuvolari’s driving. It was the perfect marriage, but all marriages come to an end. After what we can now label the Nuvolari era, the difficult competition with Mercedes-Benz and Auto Union begun. It was a period that could not quell Maserati’s warrior spirit and spurred it to new developments outside of F1. Road and endurance races, then considered ‘client’ events, were where the new challenges lay. This shift in focus led to Maserati switching production to this sector. From the start, something that would become a priority of the marque was evident: the attention to the client and the creation of an exclusive relationship with them. Meeting the needs of the buyer and satisfying his requirements are among the principles that guide Maserati.

1934-1944The march of progress appeared impossible to stop. In 1935 the Scottish physicist, Watson Watt, invented radar. A year later the BBC began the first public television transmissions.

Progress was the buzz word and over in Italy the Maserati brothers found a patron in Gino Rovere in order to invest in the company. Nino Farina, Rovere’s ‘protector’ was installed as the president of Maserati. The new injection of capital helped in the construction of an extraordinary car, the 6CM. It was a model that saw off all small-engined racing cars.

The spirit of optimism fuelled operas of grand majesty in post-Depression USA. In 1937 the soaring Golden Gate Bridge was completed, a link between the past and the future. New sources of investment and new alliances would be needed if Maserati was going to continue its growth and this was the reason that the Maserati brothers opted to sell a share of the company to the Orsi family.

Leaving Bologna, a new site for the factory was found in Viale Ciro Menotti in Modena, where the cars are still produced today. The new foundations were in place and the company could look ahead to the

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- 16 -future with optimism, but there remained a significant link to the past. The Maserati brothers remained in Modena where they took charge of the group of technicians, a role they were to fulfil until 1948. Their objective was to take Maserati back to the summit of motor racing, notwithstanding the competition of Mercedes. It was in this period that Ernesto Maserati created the famed 4CL and 8CL engines. The units were mounted on the sports vehicles until the end of the 1930s.

Just as the fortunes of the company were looking up, Europe was about to plunge into war. When Enrico Fermi collected the Nobel Prize for Physics in 1938, he chose to flee to the USA to escape the coming troubles. The US was growing in intellectual, economic and military power, a position that the Second World War only served to consolidate. Cracking the US market was a guarantee of commercial success and Maserati chose to do this in the most visible way: the Indianapolis 500. In 1939, with war in Europe drawing ever closer, Wilber Shaw won the famous race in his 8CTF. Shaw also competed again the following year. The 1939 win was a historic one as Maserati became the first Italian marque to conquer the mythical race.

Hostilities broke out and at Maserati production turned from automobile construction to producing parts for the war effort. Racing was forgotten and would be for the next six years. The war left Europe short of finances and resources. The new geography and alterations in global relations would necessitate the construction of a new Maserati; a new chapter in its history would have to be forged.

1944-1954Maserati was known for constructing super fast racing cars. Its victories across the globe and the technical solutions used on the track were innovative. War changed all of that.

In 1945, representatives of fifty states convened in San Francisco to underwrite the UN constitution. The global alliance was established to maintain world peace and set up a series of economic and social organisations with the aim of fostering greater harmony between nation states. In order to operate in this international environment

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- 17 -successfully, Maserati, for the first time in its history, began construction of road going vehicles. In a very short time, the company became a player on the world stage and carved out a niche for itself that would later attract the attentions of Fiat, and in the 1990s, lead to its acquisition by Ferrari.

Sport was one of the ways that a devastated continent sought to unite its peoples post-war. In 1946, the first tentative attempts were made to get racing back onto the calendar. The enthusiasm of fans, manufacturers and drivers meant that it was not long before the competition began in earnest. Alberto Ascari made a winning debut in the Maserati A6GCS at the Modena circuit. These were tough times and Maserati was up against strong competition in Alfa Romeo Alfetta, Ferrari and Talbot. The marque was strong enough to resist these challenges, and it even came through when the Maserati brothers left suddenly in 1947. The two quit Modena for Bologna to found OSCA (Officina Specializzata Costruzione Automobili) where they could continue their passion for constructing special racing cars. Their love for the Trident was unbroken and their legacy to the company was the splendid A6 1500, the first Maserati road car.

That classic symbol of a carefree, fun-loving urban Italy, the Vespa, made its first appearance in 1946. Produced by Piaggio, it suited perfectly the aspirations of a population emerging from wartime hardship. Along with Innocenti Italia’s Lambretta, the Vespa was mobile, reactive and functional, just like the Italian population, migrating in the search for work. Post-war Italy was full of potential and optimism but it lacked the financial means to achieve its goals. The scooter was itself out of the reach of most ordinary people, let alone a Pinin Farina designed coupé inspired by the stunning Cisitalia 202. Consequently, Maserati did not find it easy to market its new A6 1500 (though today it is much sought after by collectors). Only two examples were produced in 1946 with one more being built a year later. Sales gradually picked up as the country found its feet and reconstruction plans for the economy began to take effect. Nine A6 1500 were constructed in 1948, a figure that rose to 23 in 1949. Speed, progress and technology were the factors that guided the mood of the day. On the cusp of the 1950s, this craving for all things

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- 18 -modern was spurred by the feats of retired airman, Chuck Yeager. In 1947 in the cockpit of the Bell XS-1, Yeager became the first man to fly faster than the speed of sound.

Maserati tuned into this need for speed when the formidable A6/G 2000 GT rolled out of the factory. The 2000 cc-engine seemed to pacify the enthusiasts, ever more thirsty for bigger, more powerful vehicles. The car could reach 160 km/h, a phenomenal speed for the time.

The fabulous fifties jived over the horizon in the form of Jimmy Dean at the wheel of a gleaming Cadillac. The USA prospered in the post-war period and its manufacturing base was performing well. CBS had launched the LP, family life was transformed by new domestic appliances, like the refrigerator, that for most Italians were still a long way off. For Maserati, the wealth and energy of the US seemed the perfect place to market its new A6/G 2000 GT, a car whose cost was still prohibitive in Italy. Between 1951 and 1953, nine Pinin Farina designed examples were produced. Also constructed was a Vignale and a Frua coupé. The first roadgoing spiders were also part of the Maserati range, these also products of the Frua factory.

As Edmund Hilary was being accompanied to the summit of the world by Tenzing Norgay, Maserati was scaling its own personal Everest. In 1953, the Trident marque secured the services of Giocchino Colombo from a close competitor. The move reaped immediate dividends as Colombo modified the A6GCM, giving Maserati a series of important race wins. The line up of drivers was world class, with Fangio, Gonzalez, Marimon, Bonetto and de Graffenried all driving for the Trident. The Italian GP of 1953 was a thrilling affair in which Fangio triumphed at the very last corner, beating off the challenge of Ascari and Farina, in Ferraris. Colombo proceeded to lay down plans for the Maserati 250F, a project completed by Alfieri. The new model was guided home to victory first time out by Fangio at the GP of Argentina. Maserati ruled supreme.

The research of Jonas Salk, and later Albert Sabin, in developing a vaccine to prevent polio ensured that humanity was at last on the

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- 19 -road to eliminating one of the most crippling of diseases. Thanks to the work of these pioneering virologists, today, fewer than ten countries still report cases of polio.

1954-1964Marilyn Monroe’s famous skirt blowing scene from the 1955 movie ‘The Seven Year Itch’ secured her position as the world’s number one sex symbol. The visual image, through television and cinema, was gradually becoming more important.

A decade after the frugality of the wartime period, design, fashion and popular music were now more widely appreciated.

Maserati secured some significant wins between 1955 and 1956 and was buoyed by Fangio’s return in 1957. In the uncatchable 250F, the Argentine claimed his fifth, and Maserati’s first, world title. The feeling was that it would be impossible to better these racing feats in future and so Maserati took the decision to officially retire from racing. The factory continued to produce vehicles for other privateers and the cars, like the Birdcage, proved to be as competitive as ever.

Another enduring image from 1957 was of the young, energetic Elvis Presley dressed in black and white for his memorable ‘Jailhouse Rock’. Fans the world over went wild. The Cold War Soviet Union launched the first ever man made object into space, the Sputnik. Later in the year, Laika, a dog, became famous across the globe as the first living creature in space. These feats and the existence of the Iron Curtain provided prime material for the creator of James Bond, Ian Fleming.

Having pulled out of racing, Maserati presented the 3500 GT at the Geneva Motor Show. The model was the first large sportscar produced for road use. For the Modena outfit, the launch of the 3500 GT heralded the dawn of a new era. Production on an industrial scale and the expansion of the factory space was necessary to develop the superb Trident sportscars for use on the road.

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- 20 -A new client base had to be found. No longer could Maserati hope to survive by producing vehicles for the use of the wealthiest drivers for use only on the track. Given that Maserati had only just decided to retire from competition, this philosophy could not inform the development of the 3500 GT. The 220 bhp-engine had a stratospheric top speed of 230 km/h. The Geneva crowds judged the new Maserati to be a resounding success, especially as the car was, in truth, a racing thoroughbred. Technical Director Giulio Alfieri had begun to plan a road going 6-cylinder model as early as 1956. He worked on taming the 350S engine, making it more reliable, quieter and with a more progressive power surge. Maserati followers loved the idea of being able to possess their very own racing car, albeit one domesticated for the road.

The technicians worked quite intensively on the new car. The three twin-choke Weber carburettors were mounted on the right hand side of the engine to leave enough room for the camshafts. A twin Magneti Marelli ignition system was introduced. The six cylinder engine, the AM 101, performed like a real GT but also gained a reputation for its reliability. The myth grew as to the indestructibility of Maserati engines.

The beating heart of the 3500 GT was, of course, the exceptional 6-cylinder power unit. The car’s sophisticated tubular chassis also contributed to its popularity. Built from lightweight materials used in racing, it provided torsional strength that competitors could not match. The chassis also allowed the bodywork designers, Touring, to create a form that was midway between a GT and a modern berlinetta. The first examples were produced in 1957 with 119 more constructed in 1958. This number rose to 195 the following year. The clean, elegant lines of the car succeeded in capturing the attention of an admiring public.

Once more in its history, the focus turned to the huge US market as it was fundamental to do well there if Maserati was going to continue its growth. The official importer for the States called for the construction of a droptop version of the 3500 GT. Back in Italy, his request was approved and the Spyder came into being. Presented at

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- 21 -the Geneva Motorshow in 1959, the Michelotti design and Vignale build ensured that the model was a winner. With the Bridcage cruising to victory in the 1960 edition of the 1000 km of Nurburgring, the image of Maserati was sky high.

The space race was showed no signs of slowing down either. The Russians claimed the honour of launching the first man into orbit when, in 1961, Yuri Gagarin spent 108 minutes in space. On earth, Berliners awoke to a divided city as barbed wire was laid down overnight. A wall was built soon after, one that would remain in place for nearly forty years.

In the meantime, Maserati was continuing to improve its vehicles. The 3500 GT was given a fuel injected engine, boosting the horsepower and rendering the driver even smoother.

Spurred on by the well-received 3500 GT, Maserati produced a truly special automobile in the Sebring. The new GT sported modern lines that retained a classically pure essence of the best Trident designs. The Sebring boasted fuel injection, disc brakes, and a 6-cylinder 3700 cc or 4000 cc unit that produced 255 bhp. There was also the option of an automatic gearbox and air conditioning. Moving with the times, Maserati scored points for the speed with which it executed the planning and construction of the new model.

The Trident range was completed by yet another new vehicle, the Quattroporte. The spacious berlina could transport five in absolute comfort. What was unusual about the Maserati stable was that there was no crossover between the engines. The Quattroporte was powered by an all-new V8 4136 cc unit and not the 6-cylinder installed on the 3500 GT. The Maserati line up was a match for anything on the motoring scene. Only four lads from Liverpool could challenge the Trident’s popularity. 1963 was the year when Beatlemania swept the globe.

1964-1974And so to 1964, a year where perhaps the most important piece of legislation in US history was signed by President Johnson.

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The Civil Rights Bill established equal rights in voting, education, housing, union membership and in federally assisted programmes - regardless of race, colour, religion or national origin. Later that year, Martin Luther King was awarded the Nobel Peace Prize.

Across the Atlantic, London was in full swing and mini-skirted revellers bopped to the sound of the Beatles. For the young, hip and happy, Carnaby Street was the centre of the world. On the progress front, Duncan Campbell improved his world water speed record in his craft Bluebird, with an average speed of 276.33 mph (444.71 km/h).

At Maserati the search was on for a successor to the immensely popular 3500 GT. The model was crucial to the company’s standing, after all, 1979 examples had been produced – a record for its class. The 3500 GT had assured the financial viability of Maserati. Its classic elegance, the fact that it could be used on a daily basis and its race-derived mechanics only served to increase the aura around the Maserati marque. Nonetheless, a more modern alternative had to be found as the Ferrari, Jaguar and Aston Martin competition was making its presence felt.

Once more Maserati proved courageous in its decision to opt for its new GT model. Though conserving the sleek lines of a coupé, the Mistral was, in reality, a fastback-coupé. The first models dispensed with rear seats and introduced a sweeping expanse of glass for the rear. The harmony of the Carrozzeria Frua design was hailed as a masterpiece. The Mistral was an extreme supercar but was also easy to drive. Difficult to categorise in its day, Maserati had again constructed a superb, innovative motor car.

The use of proper names for cars was part of a new marketing strategy. It was common for new models to sport a series of numbers that referred to the size of the engine. The Quattroporte aside, Maserati opted to give their new cars names of circuits and of winds. The use of circuit names is understandable as it draws a link between the Trident vehicles and their success on tracks around the world, but why the use of names of winds? The reason is the parallel between

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- 23 -the strength and speed with which storms and tornados move, and the agile power of the Maserati. So, the Mistral took its name from a cold wind from the North.

The Frua design enclosed a superb 6-cylinder engine. Powerful and robust, the unit derived from the early 1950s models, the 3500 GT and the Sebring. There were two versions: the 3700 cc engine developed some 245 bhp and the 4000 cc version with Lucas injection, added to the range later, could produce 255 bhp and reach 255 km/h. The Maserati Mistral was the fastest and most exclusive GT in the world. An even more sought after droptop model was made with the production run of 120 destined for the driveways of the elite few. In this era, Trident models were even more costly than anything produced by Ferrari, confirmation of the client base for Trident vehicles being the most discerning, wealthy customers on earth.

In 1966 another elegant GT model was produced. Sporting more sober lines than the Mistral, the Mexico was dedicated to more traditional clients. The berlinetta bodywork was mounted on a shortened version of the chassis from the second series Quattroporte. The Mexico was equipped with a V8 4.2- or 4.7-litre engine. The name of the vehicle derived from 1965 and an odd 5000 GT that Alfredo Vignale had mounted on a chassis especially for the Mexican president López Mateos. For many, though, the Mexico was named thus to celebrate John Surtees’ win in the Cooper-Maserati at the Mexican Grand Prix. Maserati had enjoyed too much racing glory to turn its back on Formula 1 competition for ever. The Trident returned to F1 using other marques’ single-seaters, like the Cooper, for which an extraordinary 12 cylinder, 3 valve per cylinder unit was constructed in 1965. It was revolutionary.

The year was 1966, the year of John Surtees’ GP win in a Maserati-Cooper. Back in Viale Ciro Menotti the ultimate weapon was under construction, the Ghibli. It was launched a year later and it cost a fortune. It was equipped with extraordinary V8 4700 cc-engine that was capable of producing 330 bhp, making it is the fastest extreme GT in the world. What made it different was that it was as comfortable as a family saloon. The image of power and speed was

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- 24 -obvious from the sleek lines of the bodywork. It was one of the young Giugaro’s finest creations and also one of the biggest commercial successes in Maserati’s history. An even more comfortable and spacious version, the Indy, was to follow, produced in 1104 examples. Though the mechanics of the car were the same, the performance was even more startling. The Indy was a real four seater that featured a rear window fitted into a large lid. Walt Disney Jr later revealed the Indy to be his favourite car.

The double success of the Ghibli/Indy placed the Trident at the centre of the automobile world once more and attracted the interest of the industry giants. In the year of Bob Beamon’s huge leap at the Mexico Olympics, Citroen pulled off the coup of securing the shares of the Orsi family. However, to maintain a link with the past, the honorary presidency of the company remained in the hands of Commendatore Adolfo Orsi. In an unusual move in the automobile world, the French technicians remained under the supervision of Italians. As Alberto Bellucci, the sadly missed historian of the auto world, noted: “the French will be literally stupefied by the ability and efficiency of the Modena technicians. ‘Parbleu’, they will exclaim,‘here they really understand engines’”.

In 1969 man took his first steps on the moon. Buoyed by the influx of new capital, Maserati was itself reaching for the stars. At the Geneva Motor Show of 1971 the first mid-engined production sportscar was presented, the Bora. Giugaro was again behind the design and once more the model did not disappoint. The drapes were pulled back to reveal a long, sinuous bonnet and unusual shark fins in the rear. The Bora was powered by a V8 4700 cc-engine. Yet another vehicle, the Merak, was presented the following year. The car took its name from a star some 72 light years from Earth. It was mounted with a V6 3000 cc power unit. The fruit of the Citroen collaboration were obvious in the SM. The car brought together the hydro-pneumatic suspension of the DS with Maserati mechanics. Though the Citroen-Maserati SM did win the 1971 Rally of Morocco, it did not enjoy commercial success.

The French manufacturer did not flinch at this first, early blow. Instead they commissioned a new model, the Khamsin. Marcello

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- 25 -Gandini was responsible for the design and he produced a marvellous car. The timing, though, could not have been worse for we were now in 1973, a year of grave uncertainty. It was the year of the oil crisis, spiralling fuel costs and the Yom Kippur war. Maserati, symbol of unbridled motoring excellence, was to suffer the consequences of the fall in demand for high consuming GT sportscars. Still Citroen pushed on and launched the Quattroporte II and the Merak SS. Unfortunately, there was nothing more to be done to turn the fortunes of the company around. Fresh from reaching an agreement with Peugeot, Citroen seemed to lose interest in Maserati and, on 23 May, announced that the House of the Trident was in liquidation.

1974-1984In the United States, as a consequence of the Watergate scandal, Richard Nixon became the first president ever to resign from office.

Over in Europe, Giscard d'Estaing was voted President of France in 1974, defeating the socialist candidate Francois Mitterand. For Maserati, the period of Citroen ownership could have spelt the end after the French manufacturer placed the Trident marque in receivership. As it turned out, the House of the Trident had to endure the hardest decade of its existence before emerging victorious. It is in difficult times that one realises the true worth of friends and in the Italian people, Maserati realised that it had all the support it would ever need.

In order to save the company, the Associazione Industriali, the council, the provincial government and hundreds of enthusiasts from all over Italy lobbied the Government to intervene directly. The pressure paid off and Maserati passed under the management of GEPI (the state body established to provide assistance to companies in difficulty and to protect jobs). Finally, on 8 August 1975, an agreement was signed by which Benelli acquired the majority of Maserati’s shares.

The Argentine and ex-Maserati driver, Alejandro De Tomaso, took over the company. The desire to produce was a high as ever but the finances were not yet in place. Despite all the limitations, De Tomaso

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- 26 -got the production going again and launched a new model almost immediately.

As the Maserati recovery slowly got underway, the Friuli region of Italy was hit by an earthquake measuring 6.5 on the Richter scale. By far the worse quake in the country’s history, it resulted in the death of 950 people. Over two thousand were injured and 45,000 left homeless. There was more bad news in the South Western Township, commonly known as Soweto, when the South African police clashed with black demonstrators, leaving over 350 people dead. Meanwhile, space exploration was continuing unabated and on 20 July 1976 the Viking I spacecraft beamed back the first ever pictures of the surface of Mars. Dr Thomas Mutch, head of the Viking photography team, could barely contain his joy in reflecting that Mars “looked safe and very interesting”.

Back on earth, the Kyalami was the talk of the Italian motoring world. Maserati’s ‘new’ model was, in reality, the DeTomaso Longchamp in new clothes. Pietro Frua (in collaboration with Giulia Moselli) had managed to give the car an entirely new look by changing the headlights, doors and the bonnet and boot lids. The engine installed in the Kyalami was the classic V8, 4200 cc. It produced 260 bhp, a figure bettered by the 1978 version, a 4900 cc unit that put out 290 bhp.

The young Argentinian proved to be attuned to the tradition of the marque. The choice of the name Kyalami was significant as it was the South African track where, in 1967, Pedro Rodriguez won in the Cooper-Maserati.

The Kyalami was a good start on the road to regeneration, but more action was needed, and fast. De Tomaso’s next move was to commission Giugiaro’s Italdesign to project the new Quattroporte. To make the interior more spacious and cut back on costs, the rear suspension was mounted on a specially fitted DeTomaso chassis. The car made its first appearance in 1976 and was an immediate success. The 2141 units sold in its 14 year production run was, in fact, a record. The Giugiaro styled Quattroporte was produced by Innocenti

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- 27 -in Milan but it was a real Maserati under the bonnet. There were two versions, a V8 4200 cc engine that produced 260 bhp and a larger 4900 cc that put out 290 bhp. As with all Maserati, the interior was furnished in only the finest materials.

In Britain, British Rail introduced the high speed train, the Inter City 125, came in to service. In the world of Formula 1, Ferrari ruled supreme with Niki Lauda. Italian manufacturing had never been held in such high esteem. Unlike the launch of the Khamsin three years earlier, now the launch of the Quattroporte could not have been timed better. The BMW and Mercedes competitors had reason to be fearful. De Tomaso had appeared to be taking on an impossible challenge but, gradually, it was becoming a more winnable one by the month.

The Quattroporte did well in its own right and became the official vehicle of the then president, Pertini. Perhaps the most important consequence of the Quattroporte doing so well was that it opened the door for what De Tomaso really wanted to construct at Maserati: a small, fast sportscar. It was now 1977, the year that the Queen of England celebrated her Silver Jubilee and the King of rock and roll, Elvis Presley, passed away. In sporting circles, the Swede Bjorn Borg dominated Wimbledon to take the title and the ATP number one spot. The first Apple computer was launched a year later in 1978, as was the floppy disk. Louise Brown became the world’s first test tube baby when she was born in Oldham, England. Half a world away, Mother Teresa of Calcutta was awarded the Nobel Peace Prize.

Something seemed lacking in the Italian auto market; a model that could mount a serious challenge to the German berlina sportscars. What was needed was a car with an engine smaller than 2000 cc to avoid the 38% VAT imposed in Italy on vehicles with engines of 2 litres in size. Maserati got to work on the project that would result in the Trident’s rebirth. The Biturbo was presented officially on 14 December 1981, a significant date as the company was created in the month of December, back in 1914. Again, the Innocenti factory was selected for production. Work started in April 1982 and, soon after at the Geneva Motor Show, the car was unveiled to wide

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- 28 -acclaim. The new Maserati was equipped with two turbos, it was elegantly designed, and enjoyed supercar performance. The competitive price and flagship quality interior made it a huge commercial success.

With the Biturbo, Maserati re-established its position as a key player in the automobile world. However, it was not only in motoring world that Italy was beating off German competition. In Spain, the Italian football team lifted the World Cup, seeing off West Germany in the final.

The winning formula was the blend of finely projected mechanics and majestic design. The 2.514 mm wheelbase gave the interior a roomy feel, perfect for passengers to wind down in the prestigious cabin. Pierangelo Andreani’s design included top quality veneer and leather and even boasted magnesium rims. The V6 engine featured two turbines and the two differently sized intake valves guaranteed peak performance and efficiency at all times.

Nothing could match the Biturbo in its day, not even Mercedes or BMW. No 2-litre engine produced 180 bhp, weighed 1085 kg or had a top speed of 215 km/h. Acceleration was electrifying with 100 km/h being reached, from a standing start, in only 6.5 seconds. Clients flocked to purchase the car. De Tomaso’s gamble seemed to have paid off. The faith shown in the company had been justified; Citroen loss was Italy’s gain. In the year that the Mary Rose, Henry VIII’s flagship was raised to the surface 437 years after it sank off the coast of southern England, another remarkable salvage operation had taken place. This one had taken only five years but the result was just as spectacular. In all, Maserati sold almost a phenomenal 40,000 Biturbos - a record.

1984-1994The Biturbo era had just begun but Maserati was not to be distracted by its commercial success and continued to produce new models at regular intervals. Only two years after the first, groundbreaking version, the four-door berlina arrived.

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- 29 -The wheelbase was extended to 2600 mm and the engine for both the home and the export market was a 2500 cc, 200 bhp unit. This gave the berlina sportscar performance as the new car needed only 6.6 seconds to reach 100 km/h and boasted a top speed of 215 km/h. Still, production continued. On 21 July 1983, an even more powerful model was presented, the S. Built to satisfy Maserati’s sporting clients, the S featured a 205 bhp engine and a two-tone colour scheme (the car came in metallic grey or red with the lower part of the bodywork finished in grey). Missoni designed the upholstery.

The public had yet to get used to the latest Maserati offers before the suppliers were given notice of a further development of the Biturbo, the roadster. Alejandro De Tomaso commissioned Zagato to develop and build a new model before the year was out. The Biturbo Spyder was the result, a vehicle that carried the ‘y’ in the name, in keeping with Maserati tradition.

The Trident technicians surprised everyone when the new two seater was unveiled. Far from the simple droptop that everyone expected, the GT was super fast and super sporty. The wheelbase was shortened by 140 mm to 2400 mm. This more compact chassis allowed Zagato to design a streamlined body. The earlier models did not feature a lined hood and so it could be easily stowed away behind the seats. The mechanics of the Spyder were identical to those of the closed-top version. The new spider was an enthralling drive in which the magical roar of the V6 engine could be fully appreciated.

The Dutch electronics company, Philips, produced the first CD-Rom in 1985. The progress of technology was somewhat tempered by a growing awareness of ecology. Greenpeace membership was rising, particularly after the widespread public disapproval of the sinking of the Rainbow Warrior in Auckland Harbour. The Green vote was rising across Europe and legislation was introduced to control exhaust emissions. Catalytic converters began to make their first appearance on vehicles and Maserati had to adhere to the new rules. In Italy, the V6 engines were all 2000 cc but of different power. The export version was a bigger 2500 cc and, from 1989, a 2800 cc model.

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- 30 -Clients could opt for a catalytic converter if they chose, with the power output varying between 200 and 248 bhp. The choice of models and engines was vast.

As Ricard Branson sped to a world record crossing of the Atlantic in his craft Virgin Atlantic Challenger, Maserati was considering the next stage of it development. The decision was taken to update the Quattroporte and, towards the end of 1986, the Royale version was presented. The 300 bhp model had an even more exclusive interior. Supple leather decked out the cabin, veneer added a classic touch and a bar with cut glass crystal glasses was one of the optionals. Though the weight of the car rose to 2000 kg, the power of the V8 engine meant that the car coped easily. In fact, the top speed rose from 215 to 230 km/h.

On 11 November 1987, ‘Irises’ by Vincent Van Gogh fetched a record price of $53.9 million when it was sold by Sotheby’s. Gorbachev’s reform of the Soviet Union and growing unrest across Eastern Europe led to the most unthinkable events of modern times. When the Berlin Wall crumbled in 1989 it took with it all the certainties that had given some structure to post-Second World War Europe. The cold war was over and yet no-one was sure what, if anything, would take its place. For the moment, stunned revellers jigged across boundaries where once they would have been shot. The spirit of freedom informed the music scene and in the UK and the Balearic islands, the summer of love swept ravers along in a haze of pulsing music and smiley faces. Almost fifty years after Chamberlain made his declaration, ‘peace in our time’ seemed a distinct probability.

It was into this climate that Maserati announced its return to racing. The Barchetta was the car in which the Trident would take to the track. The model featured a V6 310 bhp engine mounted in the centre. Its light weight (775 kg) gave it blistering performance and a top speed of over 300 km/h. The ‘Grantrofeo Barchetta’, a single-marque series, was organised in order to race the Barchetta. Six races were run in 1992 and ten the following year. A road going version was also planned but for a car with no windscreen, heating or

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- 31 -windows, its practical use was rather limited. What it delivered was power, acceleration and outstanding road-holding.

The success of Maserati attracted the attention of one of the giants of Italian manufacturing, Fiat. In 1993, the Trident marque was acquired by the Turin company giving it enormous scope for growth. One immediate development was the next Quattroporte project. The planned model, designed by the skilled hand of Marcello Gandini, would be light, modern and more powerful than any other flagship model in existence.

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- 32 -MASERATI VALUES

Maserati is one of the automotive industry’s marques of excellence - an example of prestige, elegance and luxury.

Both the company and its cars embody a genuine sporting spirit as well as the distinctly Italian style and exclusivity that reflect on every walk of life.

Maserati’s aura of exclusivity comes from a tradition of success on the world’s racing tracks, and a marriage of sophistication, craftsmanship and avant-garde technology.

This glorious past has fuelled the Maserati legend, turning the Trident marque into a name whose fame is matched by exceptional sporting prowess. The culmination of this is an ambitious project which will see the return of a Maserati Racing Service in the Trofeo Maserati.

Emotion and sophistication underpin the values on which the Maserati legend was built. The company’s ongoing objectives of quality and innovation mean that its cars are true all-rounders, their sportiness and massive performance forming a winning combination with their refined and exclusive cockpits. This production philosophy is clearly embodied in the Officine Alfieri Maserati personalisation programme which allows Maserati clients to make their own contribution to the finish of their car, courtesy of over three million possible combinations.

Maserati production is the result of a precise vision. The company’s range of cars and services have grown over the years, thanks to the genuine passion that drives all of those who work for Maserati and who strive constantly to make full use of the company’s core values to satisfy the marque’s demanding and sophisticated clientele. This commitment guarantees quality on all levels, and gives the Maserati staff a sense of pride in being able to contribute to the creation of a truly unique, prestigious product. They share a common vision that has grown out of a sense of identity and a place in history. The story and history of cars bearing the Trident marque.

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(ends)For further information, please contactEdward Butler Tel: +61 2 9701 8000General Manager Fax: +61 2 9701 3555Maserati Australia and New Zealand

E: edward.butler@ateco.com.au

Edward Rowe Tel: +61 2 9701 8000Public Relations Manager Fax: +61 2 9701 3555Ferrari Australia and New Zealand

Mob: +61 407 913 244

E: erowe@ateco.com.auMaserati Media web site:

Australia: http://media.ateco.com.au/New Zealand: http://media.ateco.co.nz/