3500 GT – Maserati’s First Great Sales Success
Even fifty years ago, Maserati Was Setting Trends and Breaking Records

Fifty years ago, one of the most significant cars in the long and illustrious history of Maserati was launched when the 3500 GT was unveiled at the Geneva Motor Show. The three road going models which preceded the new design were limited to less than 150 cars in total; the largest engine was only two liters, developing 150 bhp. When the eight-year production run of the 3500 GT drew to a close the race-derived straight-six engine was putting out 250bhp, and well over 2,000 cars had been built.

The 3500 GT was the work of Ing. Giulio Alfieri, who set out to build a true luxury Italian Grand Tourer, but one which could be produced in greater numbers than had been common in the coach-built carrozzerria era. The chassis made the most of the knowledge Maserati had gained with a succession of racing cars; indeed, the specification of the front suspension – independent, wishbones, coil springs over dampers, anti-roll bar – wouldn’t look out of place even today. The tubular chassis combined strength and lightness – in fact, with only minor modifications it served as the underpinnings to the fabled 5000 GT with its 325 bhp 5-liter V8 – and the bodywork by Carrozzeria Touring was an instant success.

However, it was the engine which might well be regarded as the jewel in the crown. For Maserati, racing and road cars were inextricably linked, and nowhere was this more true than the 3.5-liter straight-six engine which gave the 3500 GT its designation. A racing version of the engine had been extensively tested in the Tipo 350S, proving itself both fast and reliable. But its DNA can be traced further back, to the Tipo 2500 Sport – the extra 1,000 cc for the later cars came from a small increase in bore, and a large increase in stroke. And before that, this was the engine which powered what might be the most famous Maserati of them all – the legendary 250F Grand Prix racer.

The bodywork was just as much a part of the success of the 3500 GT. Its elegant proportions disguised the length of the front-mounted engine – set back behind the front wheels, to aid weight distribution and handling. The oval grille with its prominent Trident badge, flanked by large headlights, dominates the sleek hood; the Spyder, introduced in 1958, might actually be even prettier. The cabin was a 2+2, tastefully trimmed in leather.

The combination of sleek bodywork, low weight and the race-derived engine gave the car excellent performance. 0-60mph took just 7.5 seconds, while the top speed of the fuel-injected models was over 140 mph. By comparison, the contemporary Aston Martin DB4, with similarly Italian styling, could only manage the 0-60 dash in 8.5sec, despite having a larger engine.

We were fortunate enough to drive a 3500 GT recently, on The Maserati Club’s Pismo Beach Rally; we were instantly charmed by the whole driving experience. There was something about it which brought a smile to our face almost as soon as we set off. The car was perfectly happy to cruise at the posted limit on the Interstate, and equally happy carving through the back roads of central California.

It was common practice for various companies to want to create their own interpretation of Maserati originals, and this was especially true of the 3500 GT. While Touring built the majority of cars, Frua, Vignale and Allemano all got in on the act – in fact, while Touring built the first two Spyders, Vignale was responsible for all the other Spyders.

The design was largely unchanged throughout the life of the car. A mild rework saw some trim elements and grilles removed, but the car retained a modern look throughout its production run. The engine saw more changes – in 1961 the three Weber carburetors were replaced by Lucas indirect fuel injection, a move which saw both a rise in power and decrease in fuel consumption. To differentiate the old from the new, some cars with the Lucas system were badged as the 3500 GTI.

Today, every Maserati can be configured to the precise requirements of the customer; even fifty years ago, the choice extended beyond which Carrozzeria built the car. For example, from 1960 the car was available with the option of a five-speed gearbox, in place of the standard four-speed; 15” or 16” wheels were available, either steel disc wheels or classic Borrani wire wheels with three-armed ‘knock-off’ spinners.

Recently, demand for this classic Maserati has soared; a 1962 version, with Borrani alloy wheels and a 5-speed gearbox, sold at auction in 2002 for less than $20,000. Today, due in part to the incredible resurgence of the marque and its superb product, a concours-condition car may be expected to fetch $100,000.