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1953 Maserati A6GCM Intérim

The old must give way to the new. The Maserati A6GCM had been quite successful in its first couple of seasons. However, part of its design was based upon the last efforts of the Maserati brothers themselves. It was time for an all-new design.

All-through the 1952 season, Gioacchino had been busy creating an evolution of the A6GCM that would be even more competitive, but that would also be in a position to adhere to the new rules for Formula One, once the governing-body decided on what those new regulations would entail.

The new design would bear some resemblance to the dominant Ferrari 500, but it would end up serving as the basis for Maserati's own dominant chassis in the very near future. However, to create the future dominant chassis, Colombo had to make a few adjustments to the A6GCM in order to find out the optimal design.

The chassis would retain the tubular structure with its longitudinal and cross members to stiffness and rigidity. Nevertheless, the new frame would end up featuring a longer wheelbase than the 1952 derivative. The wheelbase was extended from 2280mm to 2310mm. In addition, the car would also have narrower tracks at both the front and the rear of the car.

Colombo knew, since he headed up the revision of the in-line 6-cylinder engine, that he would have a bigger, more-powerful engine at his disposal for use in the A6GCM. However, this required some special emphasis when it came to the design of the new chassis. The bigger engine would cause greater torsion on the chassis. Therefore, using a trellis structure, Colombo was able to add the torsion resistance that was necessary to competitively handle the new engine.

The extended wheelbase helped to serve as the foundation for Colombo's all-new design. Some of the most obvious changes from the first model A6GCM became apparent right at the very front of the car, and they are partly the result of the extended wheelbase.

Gone was the 4CLT/48's nose design. Instead, Colombo would go with an oval, open-mouth radiator opening. This oval design served to also change the overall design of the chassis. The 4CLT/48, which also used an in-line engine, featured a wide tubular-frame bottom. The line of the bodywork then drew inward and upward to curve over the top of the engine. This would change on the A6GCM 'Interim'.

Because the nose on the first A6GCM followed the 4CLT/48's nose design and swept backward, and over, the in-line engine the bodywork had to be design as it were with a wider base drawn in to make a narrower, greatly contoured piece of bodywork over the top of the engine. The nose design changed on the second generation of the A6GCM.

Besides just the elliptical radiator opening, from the side, the nose appeared blunt. This meant that instead of the bodywork sweeping upward and backward it was, essentially, directed forward. This, and the longer wheelbase, enabled Colombo to design a slightly wider and flatter nose similar to that of the Ferrari 500. This elliptical bodywork, because the wheelbase was longer, was able to gently sweep upward and over the engine. This meant the nose of the car remained rather low and wide. This helped to give the car a much wider and lower look to its design although the car had actually been made more-narrow.

At each corner of the car the tire sizes were increased on the newer evolution of the A6GCM. The wheels would go from 4x15 to 5x16 tires. This would further help to improve the overall handling of the new Maserati.

Another performance improvement on the later evolution of the A6GCM concerned the brakes. Because of the larger wheel and tires size used the brakes would also be increased in size. This would help to increase the braking power of the car. To help with the cooling of the drums, deeper fins would be machined into the drum housing.

The front suspension would go through only minor alternations. Although rather happy with the front suspension, Colombo would design the new chassis with a shroud that would attach to the side of the chassis and that would wrap over the top and the bottom of the suspension members. This aided to provide the airflow with a rather smooth surface in which to flow around. This helped to slightly reduce drag and instability in this area of the car.

Because of the in-line engine, the exhausts for the engine's cylinders still exited out of the side of the chassis, rather high. On the driver's right-hand side attached the rounded cowling that covered the induction pipes. Out of the left side of the car, the exhaust pipes would protrude and run down along the side of the car and right past the driver in the cockpit. The long exhaust pipes then extended all the way to the very tail-end of the car. A heat shroud was attached to the top of the dual exhaust pipes, and very necessary, as the driver's left arm was located extremely close on the 'Interim'.

The new chassis, larger tires and brakes and the improved, more-rigid, chassis were all the result of building a car around an even shorter-stroke 1960cc in-line, 6-cylinder engine. By shortening the stroke and increasing the revs even more, Colombo, and his team, were able to increase the horsepower to 197hp. This was made possible by the increasing of the rpms of the engine. The new evolution would be capable of turning at 8,000 rpms. This was an increase of 700 rpms.

Although increased in weight up to 1258 pounds, the new, powerful, engine made it possible for the 'Interim' evolution to reach speeds well in excess of the 155 mph and could go from zero to 60 in less than seven seconds; 6.7 to be exact. This kind of performance made it possible for the new chassis to cover a kilometer in 26.5 seconds while touching speeds in excess of the 121 mph! In spite of the increased performance, Colombo and Massimino would elect to retain the same 4-speed manual gearbox used with its predecessor.

The rear suspension needed to go through an upgrade on the 'Interim' chassis. Throughout the 1952 season, there were moments when the rear axle on the A6GCM would fail on the car, thereby ruining a chance at a good result. It happened enough that Maserati knew they had a problem they needed to address, especially with the increased performance seemingly promised by the more-powerful engine, larger tires and brakes. The axle couldn't merely handle the car. It needed to be able to handle the car and the competition Ferrari posed. Therefore, the rear axle would end up being anchored to the frame, and would be done so using reaction bars and a seven-leaf, semi-cantilevered leaf spring.

Complete with its new shoes and bigger heart, the Maserati A6GCM 'Interim' was an all-new car, not just a stop-gap measure. It would end up proving to such a good 'Interim' measure that when the new regulations were established for the 1954 season many teams would just purchase an A6GCM and have it converted into the 250F. The reason for this became overwhelmingly obvious during the 1953 season.

The main highlight the A6GCM had managed to garner during the 1952 season would be a 2nd place at the Italian Grand Prix, which was the eighth round of the World Championship and one of the last races of the year.

In 1953, the 'Interim' made its presence known right away. Jose Froilan Gonzalez would score a 3rd place result in its first race of the season, the 1st Gran Premio de la Re. Argentina in January of 1953.

Overall, the 'Interim' would go on to earn seventeen podium finishes. Among those seventeen, five would be victories.

Some of the highlights from 1953 included a 2nd and 3rd place result at the French Grand Prix by Juan Manuel Fangio and Jose Froilan Gonzalez, a victory at the Italian Grand Prix and Modena Grand Prix by Fangio. Emmanuel de Graffenried, a privateer entry mostly, would go on to win three races just by himself. Those victories would include the 3rd Gran Premio di Siracusa, the 5th Lavant Cup race at Goodwood and the 17th Internationales ADAC Eifelrennen.

Armed with the new A6GCM chassis, Juan Manuel Fangio would go on to finish 2nd in the World Drivers' Championship in 1953. Jose Froilan Gonzalez, another Maserati pilot, would end up 6th in the standings. There would end up being another three A6GCM drivers that would end up inside the top-eleven in the standings by the end of the season.

Colombo new he had a winning design. All he needed to do was make the necessary adjustments to the chassis for the upcoming Formula One season in 1954. The 'Interim' would help break forth the dawn of the all-conquering 250F.

Sources:

'The A6 Years Part II', (http://www.maserati-alfieri.co.uk/menotti06.htm). Maserati-alfieri.co.uk. http://www.maserati-alfieri.co.uk/menotti06.htm. Retrieved 2 May 2011.

'Maserati Tipo A6GCM Formula Racing Car 1951', (http://www.autoconcept-reviews.com/cars_reviews/maserati/maserati-a6gcm-formula-racing-car-1951/cars_reviews-maserati-a6gcm-formula-racing-car-1951.html.). Auto Concept Reviews.com. http://www.autoconcept-reviews.com/cars_reviews/maserati/maserati-a6gcm-formula-racing-car-1951/cars_reviews-maserati-a6gcm-formula-racing-car-1951.html. Retrieved 2 May 2011.

'Maserati A6GCM (1952-1956)', (http://www.histomobile.com/dvd_histomobile/usa/55/1952_Maserati_A6GCM.htm). Histomobile. http://www.histomobile.com/dvd_histomobile/usa/55/1952_Maserati_A6GCM.htm. Retrieved 2 May 2011.

'Maserati A6GCM', (http://www.wheelsofitaly.com/wiki/index.php/Maserati_A6GCM). WheelsofItaly.com. http://www.wheelsofitaly.com/wiki/index.php/Maserati_A6GCM. Retrieved 2 May 2011.

Wikipedia contributors, 'Maserati A6GCM', Wikipedia, The Free Encyclopedia, 26 April 2011, 03:22 UTC, http://en.wikipedia.org/w/index.php?title=Maserati_A6GCM&oldid=425947394 accessed 2 May 2011

'Maserati Tipo A6GCM', (http://www.maserati.org.au/gallery/MASERATI/RACE_Cars/TipoA6GCM_spec.html). The Maserati Race Car Gallery. http://www.maserati.org.au/gallery/MASERATI/RACE_Cars/TipoA6GCM_spec.html. Retrieved 2 May 2011.

Wikipedia contributors, '1953 Formula One season', Wikipedia, The Free Encyclopedia, 26 April 2011, 09:01 UTC, http://en.wikipedia.org/w/index.php?title=1953_Formula_One_season&oldid=425980010 accessed 2 May 2011

by Jeremy McMullen

The Maserati A6G/2000 was produced from during the 1950s with around 60 examples being created, many receiving custom bodywork from prestigious coachbuilders such as Zagato, Pinin Farina, Vignale, and others.

Even though the company was not in financial difficulty, the Maserati brothers sold their shares of the company to the Orsi family from Modena in 1937. The headquarters were moved from Bologna to Modena. When they sold the company, the brothers had agreed to stay with Maserati for another ten years performing duties as chief engineers. In 1948, after their ten year agreement was satisfied, they left the company and formed OSCA.

With the chief engineers gone, the company was positioned for failure, but the company did have a strong history and more importantly, they had a newly developed straight six engine, courtesy of the Maserati brothers. The engine produced by Maserati brothers was nothing spectacular; the 1.5-liter power-plant produced 65 horsepower. It was, however, a good starting point and would prove to be very tunable in the years to come. The primary intention for the engine was competition, but Orsi understood that money needed to be made, so that it could be spent. So Orsi commissioned a sports road car that could be produced for exclusive clientele.

In 1947 Maserti introduced the A6 with custom coachwork by Pinin Farina. Under the hood was the 1.5-liter single overhead camshaft engine matted to a four-speed gearbox. The steel tubular frame was suspended by a live rear axle and a front wishbone suspension. Even though Pinin Farina is noted for their elegant styling, their design of the A6 was not well received. Coupled with the poor performance, the vehicle was not well received.

Modifications were performed on the engine resulting in an increase to 2 liters and 100 horsepower. Three updated versions of the A6 were displayed at the 1951 Paris Motorshow. The Berlina body styles were created by Pinin Farina and were the standard style; the Spider variants were created by Frua; and the Coupe was courtesy of Vignale. With all the mechanical improvements and bodystyle options available, the two-liter A6 was poised for success. With only 16 examples created, the A6 proved it needed more work.

The famous Gioacchino Colombo, known for his work with Ferrari, joined Maserati in 1953. His first task was to modify the A6GCM to include a DOHC valve train, dual-spark ignition, and more. Horsepower rose to nearly 200. The success of Maserati in racing was heightened with the new engine and new drivers such as Fangio, Gonzalez, Marimon, Bonetto and de Graffenried. Fangio had won the 1953 Italian Grand prix driving a Ferrari.

The third iteration of the A6 occurred in 1954, dubbed the A6G/54. This was the same year for the introduction of the Maserati 250F, which, in the hands of the capable Fangio won the Argentine Grand Prix on its debut. The A6G/54 was outfitted with a competitive engine and wonderful styling from Frua and Zagato. Production lasted until 1954 with multiple types of body styles being created. One of the most memorable bodystyles were the 19 lightweight Zagato bodies which could often be seen at race tracks. All of the Zagato hand-formed body styles were unique, even the interior.

The A6G/54 was replaced by the 3500 GT. The A6 endured many growing pains but by the final iteration, the A6 variants were respectable and stylish machines. With the mechanical prowess of Colombo and the driving talent of Fangio and others, Maserati could continue to provide competition on the race track. While back at home, the A6 provided the bread-and-butter to continue racing and further development.

by Dan Vaughan

Even though the company was not in financial difficulty, the Maserati brothers sold their shares of the company to the Orsi family from Modena in 1937. The headquarters were moved from Bologna to Modena. When they sold the company, the brothers had agreed to stay with Maserati for another ten years performing duties as chief engineers. In 1948, after their ten-year agreement was satisfied, they left the company and formed OSCA.

With the chief engineers gone, the company was positioned for failure, but the company did have a strong history and more importantly, they had a newly developed straight-six engine, courtesy of the Maserati brothers. The engine produced by Maserati brothers was nothing spectacular; the 1.5-liter power-plant produced 65 horsepower. It was, however, a good starting point and would prove to be very tunable in the years to come. The primary intention for the engine was competition, but Orsi understood that money needed to be made so that it could be spent. So Orsi commissioned a sports road car that could be produced for exclusive clientele.

In 1947 Maserati introduced the Maserati A6 with custom coachwork by Pinin Farina. Under the hood was the 1.5-liter single overhead camshaft engine matted to a four-speed gearbox. The steel tubular frame was suspended by a live rear axle and a front wishbone suspension. Even though Pinin Farina is noted for its elegant styling, its design of the A6 was not well received. Coupled with poor performance, the vehicle was not well received.

Modifications were performed on the engine resulting in an increase to 2 liters and 100 horsepower. Three updated versions of the A6 were displayed at the 1951 Paris Motorshow. The Berlina body styles were created by Pinin Farina and were the standard style; the Spider variants were created by Frua, and the Coupe was courtesy of Vignale. With all the mechanical improvements and body style options available, the two-liter A6 was poised for success. With only 16 examples created, the A6 proved it needed more work.

The famous Gioacchino Colombo, known for his work with Ferrari, joined Maserati in 1953. His first task was to modify the A6GCM to include a DOHC valve train, dual-spark ignition, and more. Horsepower rose to nearly 200. The success of Maserati in racing was heightened with the new engine and new drivers such as Fangio, Gonzalez, Marimon, Bonetto, and de Graffenried. Fangio had won the 1953 Italian Grand Prix driving a Ferrari.

The third iteration of the A6 occurred in 1954, dubbed the A6G/54. This was the same year for the introduction of the Maserati 250F, which, in the hands of the capable Fangio won the Argentine Grand Prix on its debut. The A6G/54 was outfitted with a competitive engine and wonderful styling from Frua and Zagato. Production lasted until 1954 with multiple types of body styles being created. One of the most memorable body styles was the 19 lightweight Zagato bodies which could often be seen at race tracks. All of the Zagato hand-formed body styles were unique, even the interior.

The Maserati A6GCS was produced from 1953 through 1955 with a total of 52 examples being constructed. Four where Berlinetta bodies by Pininfarina while 48 were in Spyder configuration and bodied by Fantuzi. The A6GCS was very important to Maserati and scored many victories for the marque. In 1953 the A6GCs won its class at the Mille Miglia in its inaugural debut.

The Maserati A6G/2000 was produced from 1954 through 1957 with 60 examples being created, all receiving custom bodywork from prestigious coachbuilders such as Zagato, Pinin Farina, Vignale, and others. Serafino Allemano constructed twenty-one examples of the A6G/2000. All of these cars were equipped with the DOHC engines. The A6G/2000 is sometimes referred to as the A6G/54. These second series cars used many mechanical components from its predecessor, such as its twin parallel tube design. The engine, however, had been modified which resulted in an increase in horsepower.

The A6G/54 was replaced by the 3500 GT. The A6 endured many growing pains but by the final iteration, the A6 variants were respectable and stylish machines. With the mechanical prowess of Colombo and the driving talent of Fangio and others, Maserati could continue to provide competition on the race track. While back at home, the A6 provided the bread-and-butter to continue racing and further development.

by Dan Vaughan