1962 Maserati 5000 GT

Just thirty-four examples of the Maserati 5000 GT were built between 1959 and 1966. Its existence is owed to Mohammad Reza Pahlavi, the last Shah of the Imperial State of Iran, who wanted an even more exclusive and powerful version of the Maserati 3500. He commissioned Maserati's chief engineer Giulio Alfieri to create a new supercar using the same V-8 engine found in the 450S sports racing car. The result was the 5000 GT, known internally as Tipo 103.

Bertone was initially chosen to provide the coachwork, but Carrozzeria Touring was selected at the behest of Maserati executive Adolfo Orsi. The superleggera tubing and aluminum coachwork for the two-seater coupe was developed by Touring and was based on the six-cylinder 3500GT, with an independent front suspension consisting of coil springs, tubular shock absorbers and an anti-roll bar. The live rear axle was suspended by leaf springs, aided by tubular shocks and a second anti-roll bar. The potent 4,941cc V8 engine necessitated disc brakes be placed at all four corners instead of the previous front disc and rear drum setup. Per instructions from Oris, the exterior styling was distinct from the 3500 GT it was based on. The unique grille penned by chief designer Carlo Anderloni used the Persian Baroque architecture as inspiration.

The first two examples wore Touring coachwork while additional bodies were provided from Monterosa, Bertone, Pinin Farina, Ghia, Frua, Michelotti and Allemano. It is believed that Vignale bodied an open car. Allemano built as many as 20 of the 34 (possibly 32) examples. The three examples bodied by Carrozzeria Touring of Milan are often referred to as the 'Scia di Persia' (Shah of Persia).

The 5000 GT was officially introduced at the 1959 Turin Salon and its list of elite clientele would include such figures as Gianni Agnelli, Briggs Cunningham, Stewart Granger, Ferdinando Innocenti, and the Aga Khan. The first example was sent to the Shah of Iran and was rarely seen in public. The second example, acquired by South African millionaire and Kyalami track owner Basil Read, was displayed at the 1959 Turin Motor Show.

Incremental Updates

Engine displacement increased to 4,940cc in 1960 thanks to a smaller bore and longer stroke. The carburetor setup was replaced by a fuel injection system, boosting output to 340 hp. With the increase in performance, the four-speed gearbox was replaced by a sturdier five-speed ZF transaxle with a twin plate clutch and an updated overdrive gear ratio. Ventilated disc brakes resided at all four corners.

A fuel-injected 500 GT was displayed in 1960 at the Salone di Torino (Turin Salon).

Comparing the 3500 GT with the 5000 GT

The 3500 GT

The Maserati 3500 GT had a 102.4-inch wheelbase for the coupe and a 98.4-inch platform for the spyder, with the coupe measuring 188.2 inches in length and the spyder was 13 inches shorter. The 3.5-liter engine had a long stroke and was initially designed for endurance racing on the Maserati 350S. The DOHC, 12-valve unit had a 3.4-inch bore and 3.9-inch stroke, an aluminum block and cylinder heads, cast iron cylinder sleeves, and hemispherical combustion chambers. With three twin-choke 42 DCOE Weber carburetors, the engine produced nearly 220 bhp at 5,500 RPM. When fitted with Lucas mechanical fuel injection, output rose to 230 bhp. Initially, the transmission was a four-speed ZF S4-17 gearbox, later replaced by a ZF S5-17 5-speed unit. Girling 12-inch finned drum brakes all round provided the stopping power, with the front later receiving discs which were later fitted to the rear.

Production of the Maserati 3500 GT, available as a 2+2 coupe by Carrozzeria Touring and a spyder by Giovanni Michelotti at Vignale, lasted from 1957 to 1964, with 2,226 examples created.

The Comparison

The Maserati 5000 GT was based on the coupe platform of the 3500 GT, and both had a 102.4-inch wheelbase. The 3.5-liter engine in the 3500 GT produced 220 hp, while the 4.9-liter V8 in the 5000 GT produced offered approximately 340 horsepower. To cope with the higher output, the platform of the 5000 GT was strengthened, though some components were carried over, including the independent live axles and the braking system.

The Maserati 3500 GT was priced at approximately $11,500 (USD) for the coupe and $12,300 for the Spyder. The Maserati 5000 GT was priced in excess of $14,000, with Reza Pahlavi paying approximately $15,000 for his, and others in the neighborhood of $17,000.

by Dan Vaughan

Coupe by Frua
Chassis number: 103.060
Engine number: 103.060

Thanks to the desires of the Shah of Persia (now Iran), the legendary Maserati 5000 GT came into existence. At the time, Maserati's model line was not exclusive, nor was it powerful enough, to satisfy the demands of the Shah. He wanted a road-going GT car powered by a V8 engine conceived from racing.

The tubular frame of the 3500GT was strengthened, the independent suspension was retained, and leaf springs and a live axle were placed in the rear. Disc brakes were placed in the front and drums in the rear. The V8 engine was courtesy of Maserati's racing program which was left with a surplus of units once racing regulations changed and made them obsolete. The engine in the 5000 GT had a displacement size of five liters, breathed through Weber carburetors, and offered an impressive 400 horespower. Top speed was achieved at 178 mph. Touring was tasked with creating the coachwork. The Shah paid $15,000 for this exclusive masterpiece, and the car would become known as the 'Shah of Persia.'

At the time, this was a one-of-a-kind model, but it would not retain that distinction. A second example soon followed, also bodied by Touring, and shared many of the same design cues as the first car. It was brought to the Turin Motor Show where it attracted the attention of other potential buyers. Additional examples soon followed, with coachwork by Monterosa, Pininfarina, Bertone, Allemano, Michelotti and Ghia.

The last carrozzerie commissioned to create a body for the 5000 GT chassis was Frua. In total, only three cars were given bodies with Frua designs and each was uniquely different. The first example was chassis number 103.048 and it was shown at the Geneva and Paris shows. This car was later renumbered to chassis 064. The second chassis, number 103.060, was created for the Aga Khan. The final Frua example was 103.100 and it had a 4.7-liter V8 engine.

Other owners of the 5000GT series included the president of Mexico, American movie star Stuart Granger, Sig. Agnelli of Fiat, and American sportsman Briggs Cunningham.

Allemano made 20 nearly identical cars of the total 32 examples produced. The later cars, also known as the Series II, had many new mechanical refinements such as four-wheel disc brakes, a reworked engine and a five-speed gearbox. Improvements to the engine included a longer stroke and Lucas fuel injection system, resulting in a increase in torque.

103.060

This car is chassis number 103.060 and wears a body by Frua. It is a later series car that has the 4-wheel disc brakes, five-speed gearbox, and 4.9-liter V8 engine with Double Overhead Camshaft and two-valves per cylinder.

The car was delivered to Karim Aga Khan on August 8th of 1962. He was the spiritual leader of the Ismaili Shiite sect at the time and resided in France at the time.

The frontal area of this car is very unique. It is built around a centrally positioned trident on the front of the hood and has rectangular headlamps and parking lights. It has a low belt-line and a tall roofline.

It is painted in a gray hue that shifts from purple to nearly pink depending on the lighting and the angle of view. The interior is cream and accented by a generous amount of chrome trim. In the center of the dashboard is a 300 kph speedometer. There is a 45 RPM record player that sits in front of the passenger's seat. The wood-rimmed steering wheel features trident-shaped spokes.

This car has been awarded a Second in Class at Pebble Beach. It has been well maintained over the years and is a fully documented example. In 2007 this car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA where it was estimated to sell for $650,000 - $850,000. Bidding soon surpassed those estimates and when the gavel fell for the third and final time, the lot had been sold for $1,100,000.

by Dan Vaughan

Coupe by Allemano
Chassis number: 103.046
Engine number: 103.046

Over a six-year period, only 34 examples of the Maserati 5000 GT were produced. They carried a factory list price of $14,000 in 1959, making them one of the most expensive cars of their era. These passenger cars had the best power-to-weight ratio in the world, thanks to their 4.9-liter DOHC Twin-Plug V8 alloy engine that offered 325 horsepower.

The 5000 GT cars were given custom coachwork by Frua, Touring, Pinin Farina, Allemano, and Bertone, among others. This car, with chassis number 103.046 was clothed by Allemano and was finished by the factory on August 24th of 1962. It was painted in Bleu Sera Metallic with white Connolly leather interior, just the same as today. The first owner was a Piero Maria Merli Brandini of Rome, Italy. When new, it had a rare five-speed ZF transmission, four-wheel disc brakes, and air conditioning.

The car has been given a full restoration that was completed in the early 2000s.

In 2008, this Allemano bodied 5000GT was offered for sale at the Gooding & Company Auction held in Pebble Beach, Ca. It was estimated to sell for $600,000 - $800,000. Bidding failed to reach the reserve and the lot was left unsold.

This custom coachwork Maserati 5000GT was the 23rd of 34 built with a factory 5-speed. AM103046 was the sole 5000 commissioned with air conditioning. This Allenmano was originally sold to Piero Liugi Maria Brandini in Italy. The car was eventually discovered in Caracas, Venezuela, by a European diamond merchant, in unrestored but complete condition. It was shipped to Maserati specialist Bill McGrath, in England, and underwent a 10-year restoration.

The Shaw of Iran requested a passenger car that was capable of 280 kph (175 mph). The car produced used a slightly detuned Maserati 450s, 5.0-liter, race engine. The second 5000 produced was ordered by Basil Reed, the owner of the Kylami race track. Maserati allowed French journalist Bernard Cahier to test this car. His road test review prompted the orders of 5000s. The majority of these Maseratis were tailor made for special customers, heads of state, industrialists, and royalty. Built in August 1962, this Maserati 5000 GT is shown in its original colors.

by Dan Vaughan

Coupe by Allemano
Chassis number: AM103 040
Engine number: AM103 040

Mohammad Reza Pahlavi, the Shah of Iran, was a wealthy individual who had an impressive collection of automobiles. Impressed by the Maserati 3500 GT, he requested a bespoke example be built. He wanted the more powerful five-liter V-8 engine installed, which had been used in the legendary 450 Sports racing car. Engineer Giulio Alfieri began work on reinforcing a 3500 GT chassis to accommodate the unused 450S motor. Disc brakes were installed, and Carrozzeria Touring was selected by the Shah to provide the coachwork.

The completed car was put on display in November of 1959 at the Turin Motor Show. Two additional examples were built to identical mechanical configuration. After these three examples were built, Alfieri modified the design to make the vehicle more suitable to everyday road-going conditions. The bore and stroke were made to a slightly larger displacement, and the Weber carburetors were replaced with a Lucas fuel-injection system. The gear-driven camshafts were replaced with a triple-strand cam-chain. The result of these changes brought about a more sophisticated and refined automobile.

In total, just 34 examples were built.

This particular example was completed by the factory on April 15th of 1962. It left the factory finished in Blue Sera with a Red leather interior and delivered new to Switzerland through the Swiss Maserati importer, Martinelli & Sonvico of Chiasso. It was later purchased new by Dr. Adriano Gorni, a lawyer based in Chiasso. The car remained with him until 1966, when it was sold to an unknown owner and exported from Switzerland.

By the 1970s, the car had been imported to the United States via Swiss Maserati dealer, Garage Ruf-Oftringen. Benjamin Bauer of Houston, Texas acquired the car in 1978. It then entered the care of Norbert Reuter of Switzerland, who commissioned Richard Gorman of Vantage Motorworks to refurbish the paint and upholstery and rebuild the motor. Mr. Reuter displayed the car at the 1997 Pebble Beach Concours d'Elegance, where it won the 'Custom Coachwork' class.

by Dan Vaughan

Coupe by Allemano
Chassis number: AM103.028

This Maserati 5000 GT was completed on January 20, 1962, and two months later was sent to Immobilaire Monte Carlo for delivery to Italian nobleman Ricardo di Portanova. The coachwork was by Allemano of Turin as a Series II model, and it features four-wheel disc brakes and a Lucas mechanical fuel-injection system.

Around 1964, the car was purchased to a M. Sirotta of Vignola, also in Italy, before being sent back to the factory later that year. Auto Becker of Dusseldorf advertised the car for sale in the spring of 1964, with mileage stated as 15,000 kms. Ownership from that point forward is not fully known, but by the early 1980s, it was in the care of James Brackley of Houston, Texas, who placed the car for sale in need of refurbishment in July 1985. It would remain in the United States and by 1991 was with its next Ohio-based owner name Rocky Piscazzi, still in unrestored condition.

It spent some time in storage before restoration commenced, with the body being stripped to bare metal and refinished in its original black color scheme. The chassis and undercarriage were cleaned and painted, the engine was removed and tuned, and the ZF transmission was inspected. The clutch assembly was rebuilt.

In 2004, the car was sold at auction by Bonhams to its current owner. Since that time, it has been on static display.

by Dan Vaughan

The Shah of Persia, now Iran, visited Maserati in 1958 in search of an exclusive supercar. He was a Maserati enthusiast and greatly enjoyed their offerings. A test drive in a Maserati 3500 GT amplified his determination to have the Maserati, but it was not exclusive as he would like. Information pertaining to the Maserati 450S caught his eye.

The story with the Maserati 450S models goes back a year to 1957. 1957 was a good year for Maserati racing, but one that left them in financial difficulty and in the shadows of the World Sportscar Championship. Though they had won the Formula One World Championship, they were not able to secure a World Sportscar Championship. They were in the lead going into the final race at the Caracas, Venezuelan Grand Prix but due to accidents, they were not able to capture the overall victory. Three of their entrants crashed, with two of those being the 450S models. Both of the 450S's had been promised to buyers. The loss of cars and the championship was devastating. Along with losing the championship, they lost bonuses.

The Maserati 450S sports racers were powered by 5-liter V8 engines. Rules changes in 1958 by the FIA reduced the maximum engine size for the World Sportscar Championship to three-liters, which immediately made the 5-liter engine obsolete. Additional rule changes to the fuel regulations meant that Maserati would need to invest heavily in new technology and testing to produce a competitive solution. Maserati was left with V8 engines that could not be used in racing, large amounts of debt, and staggering development and research costs. They decided to withdraw from racing.

The Maserati 3500 GT was an immediate success and the sales helped Maserati regain its financial stability. The car had impressed the Shah of Persia but the exclusivity was an issue. The solution was to create the limited production, custom made, 5000 GT (factory designation of Tipo 103) with engines that had been intended for the 450S. The engines were nearly identical to the 450S racers; the only difference was a larger bore and a decrease in the compression ratio. Though the engine was now larger in size, 4935 cc compared with 4479 cc, the vehicles produced less horsepower. The racers produced 400 horsepower while the 5000 GT with its four twin-choke 45 IDM Weber carburetors produced 340. The decrease in power was to make the cars more comfortable and suitable for road driving. The chassis of the car was from the 3500 GT with minor modifications, mostly to increase its strength to better combat the powerful V8 engine. The wheelbase and track dimensions are identical. The 450S's chassis had been considered, but since it would have required a lot of modifications and it had not undergone the testing that the 3500 GT had endured, the design was not used. The front suspension is comprised of A-arms with coil springs. In the rear is a solid axle with semi-elliptic leaf springs. Disc brakes were used in the front and drums in the rear. Power was sent to the rear wheels through a ZP four-speed manual gearbox with a hydraulically operated clutch.

The first few Maserati 5000 GT's constructed were given the 340 horsepower engine. Later models were given less powerful engine with a slightly decreased bore, increased stroke, and a Lucas indirect fuel injection system. The result was a 4941 cc engine that produced 325 horsepower.

The Maserati 5000 GT's were very exclusive, with only 34 produced and each receiving custom coachwork by some of the greatest coachbuilders of all time. Frua, Pinin Farina, Ghia, Bertone, Touring, Monterosa, Allemano, and Michelotti were some of the names who outfitted the cars. The first two cars produced were bodied by Touring. Briggs Cunningham, the famous American millionaire sportsman who put on impressive showings at LeMans during the 1950's, purchased one. Aga Khan, Giovanni Agnelli, and Ferdinando Innocenti were some of the other names of individuals who purchased a 5000 GT. The Shah was given chassis number 103.002. Chassis number 103.004 was shown at the 1959 Turin Show before being sold to South African native Basil Read, the owner of the Kyalami race circuit. It was reported to have a top speed of over 170 mph. Chassis number 103.006 was the first 5000 GT to be fitted with fuel injection.

Thanks to the considerably good taste in automobiles by the Shah, the 5000 GT had been created. The luxury, performance, style, and ambiance that came with the car had created a following that was so elite, only 34 owners were given a chance to own one. The 5000 GT is considered by many as one of the greatest postwar gran turismo cars.

Production lasted from 1959 through 1965.

by Dan Vaughan