Maserati Drietand #1 - UK

#1 - july 2017

DRIETAND MASERATISTI FIAMMINGHI BELGIË

Concorso d’eleganza

Discover Norway 2017:

Group visit to Zagato,

Villa d’Este 2017

7 days, 4 seasons

Touring and Borrani

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A new wind Maseratisti, It is my pleasure to announce a new chapter in the history of our club.

As some of our members already have noticed, it was time to bring back the focus of our magazine to what it once was: our shared passion for Maserati.

The functioning of this club and our favourite cars will be in the spotlight in our new magazine. We will once again increase the interaction between our members by reporting about the past Belgian and international events, but also by focusing on the love for Maserati through the follow-up of restorations and the sharing of technical facts.

For this new approach, I especially want to thank Onno Hesselink for taking care of the design and the general management of this magazine. Of course, I do not want to forget the rest of the board members for their continuous dedication to this club!

I wish you all a pleasant reading experience in our new and improved magazine and I hope to welcome you soon on one of our next activities.

See you soon, Steven Decock Chairman

Content

04

Concorso d’eleganza Villa d’Este 2017

08

The start of a Maserati adventure

13

Discover Norway 2017: 7 days, 4 seasons

18

Techno Classica Essen. The Porsche and Mercedes show of the year

21

Maseratisti Fiamminghi Club clothing

22

Group visit to Zagato, Touring Superleggera and Borrani.

28

Maserati: a passionate history

30 Colophon: Design: Onno Hesselink Words: Frank Rameckers, Onno Hesselink, Guido Danneel, Davy Vosch, Steven Decock, Wim Cerstiaens, Wim Provoost Final editing: Els Vandecan, Edward Verhaeghe Translations: Alexandra Danneel Photos: Dennis Noten, Onno Hesselink, Gretel Goessens, Edith Overmars, Karine Roosens Cover: Dennis Noten (dennisnoten.com) Editor: Onno Hesselink, Bautersemstraat 68, 2800 Mechelen, ohesselink@luon.com

This is also a Maserati

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Concorso d’eleganza Villa d’Este 2017 Article by Frank Rameckers | Photos by Edith Overmars

At the end of May we headed to Italy for one week at the Como Lake, where we obviously paid a visit to the Concorso d’Eleganza Villa d’Este.

Our expectations were high because last year we thought it was disappointing due to the organisation, who had an eye for rally cars. It was then that I predicted that this year we would have a section for race cars. The latter was indeed the case. Of course the Ferrari Daytona, NART Ferrari, Ferrari SWB, Abarth and Maserati 300S – all in race style – are excellent cars, but according to me they have no part in an elegance contest. The Concorso d’Eleganza Villa d’Este, founded in 1929, was the podium for coachbuilders to show their special creations. Only twice (in 1935 and in 1949) there was a separate section for sports cars, but that did not include vehicles with race numbers and sponsor ads. Oh well, BMW will probably be needing that little push to show some BMW racers next year.

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Saturday: the Concorso d’Eleganza at Villa d’Este This contest is only accessible for the press and guests. I had the impression that it was less crowdy than the previous years. BMW is really pulling every card to get VIPs, special guests and celebrities to come to the Como Lake. At the entry we were welcomed by two special vehicles: as always the Alfa Romeo 6C2500 Villa d’Este, which is the property of the hotel, and a Maserati MC12 Stradale. After these there were a few new BMW models and only two Concept Cars: the TreZor from Renault and the Techrules Ren, one of GFG Style from Italy. Both models used electrical engineering. The real pity was that all designers did not show up. But Touring and Zagato had already told us that they would only be returning again in 2019, when it is the ninetieth birthday of the Concorso d’Eleganza.

Maserati 300 S Fantuzzi

Maserati 5000GT Allemano

Then we took a look at the cars, that would be competing this year for the Coppa d’Oro Villa d’Este. A jury had to judge fifty-two models, including three Maseratis: a 5000 GT Allemano and a 300S with a Fantuzzi body. But also a Maserati A6G/2000 Gran Sport with a Frua body from 1956, which came from the collection of Baillon and was auctioned two years ago during the Retromobile event in Paris. The new owner has had the car looked at for technical flaws and left the interior and the body the way it was. Cars with patina are fashionable on events like this, but for me it was a pity for that beautiful model. When the vehicle finally had to present itself before the jury, the engine wouldn’t start and the car had to be pushed forward.

Then there was also a very unique Osca MT4 with a body from Vignale.

Remarkable this year were the number of Ferraris, no less than seven! Other special cars were: a Lurani Nibbio with a body from Riva from 1935; an Itala Tipo 61 with a body from Farina from 1928; a Tatra 77 from 1934 with an

air-cooled V8 positioned in the back; a Fiat 8V Supersonic with a Ghia body from 1953; the Maserati 5000 GT from 1962; a Siata 208S Spider with a body from Motta from 1954; a one-off Ferrari 250 GT Speciale with a body from Pininfarina from 1955; a prototype of the Ferrari 250 GT California Spyder with a body from Pininfarina from 1957; a Ghia L 6.4 Coupé, built in 1962 for Dual-Motors with the technique from Chrysler; a Fiat 1100 Barchetta with a Frua body from 1946; the Osca MT4 Berlinetta from 1952; an Astra Coupé with a body from Vignale from 1955; an Intermeccanica Imp 700GT with a body from Fratelli Corna; a Cisitalia Abarth Scorpione with a body from Allemano from 1961 and an Abarth 1000 Bialbero Record with a body from Pininfarina from 1960. These were the models that attracted my attention, but of course there were even more beautiful vehicles. For example a Bentley MKVI Cresta, developed by Pininfarina but built by Facel in France. Unique was the double FF logo on the front fender; the famous logo of Pininfarina, but with a second

Despite of the technical revision, the A6G/200 still needed to be pushed.

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Twee jaar geleden geveild op Retromobile voor € 1.962.400

‘F’ added for Facel. Before the contest actually started, the press were invited for the unveiling of a new RollsRoyce. This was a one-off and was built exclusively for a customer. This Cars with patina could possibly become a new trend for are fashionable special customers of Rolls-Royce. This on events like this, right-hand drive steering vehicle was for an anonymous client and got the but for me it was name ‘Sweptail’ because the wooden a pity for that rear was visible through the full glass beautiful model. roof, just like a beautiful Riva boot.

It was only a two-seater and in the days after the show, articles appeared in the newspapers suggesting that this project would have costed about 11 million euros.

At 14:30 this year’s contest started with the speaker Max Girardo (former RM Auctions) taking over the role from Simon Kidston for the day. Traditionally the opening began with speeches from the board of BMW and the showing of their BMW models and engines.

The design-study of the Concept 8 Series was presented by the Dutch developer Adrian van Hooydonk, who explained that this was the new design aesthetics for the future BMWs and that this model would probably go into production in 2018. There was an electric motorbike presented as well and after some information regarding

the contest for old engines the next day in Villa Erba, the show was ready for take-off. All presented cars were competently judged by Max and if applicable, some contestants were rewarded. The Maserati 300S won within its category. The very fabulous and unique Maserati 5000 GT of the Belgian collector Roland d’Ieteren wasn’t rewarded any prize for inconceivable reasons. Even though it just returned from being renovated at Touring Superleggera.

The Coppa d’Oro Villa d’Este, a reward given by the audience, was for Lurani Nibbio. It was an awesome car, but in my opinion there were other, more beautiful cars, that deserved this reward. Like the Maserati 5000 GT.

Osca MT4 met unieke Vignale body.

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Ghibli S Spyder

3500GT Vignale Spyder

Lot #

Make / model

Estimated sale price

Sold for (including commission)

140

Maserati 3500GT Vignale 1961

€ 750.000 - € 950.000

€ 840.000

154

Maserati 4.7GhibliSpyder 1970

€ 975.000 - € 1.100.000

No sale

158

W.R.E.- Maserati Barchetta 1959

€ 750.000 - € 950.000

€ 728.000

RM Sotheby’s auction was on Saturday night in the park of Villa Erba. This auction is only held every two years and attracts a lot of interested people and wealthy buyers, who hope to add another interesting toy to their collection. The number of auctioned motorbikes (twenty) was remarkable this year. The auction started off badly, and most of the motorbikes, that didn’t have a decent starting price, were sold for a sum of money that was way beneath the estimated value. We get the same image here as at the last conventions and auctions: a lot of Ferraris (15) and Porsches (6). Some masterpieces during the auction were the models of which the estimated value lies above two million euros, for example: a Porsche 911 Carrera RSR 3.8, a Bugatti T57 Atalanta, an Alfa Romeo 6C1750, a Ferrari La Ferrari, a Talbot Lago T150C SS, a McLaren P1 GTR and as an absolute masterpiece a Mercedes Benz 680S Torpedo from 1928 with an estimated value between € 6.500.000 and € 8.000.000. Of these models, only the Porsche, Bugatti and the Talbot Lago were sold.

There were also three Maseratis sold: a very nice 3500GT Vignale Spyder, a Ghibly Spyder and a Barchetta racecar, a W.R.E Maserati from 1959.

there was obviously a break for everyone to look around and have a snack and a drink. The contest started at 14:30. A lot of people came to this event, so it was hard to find an available spot in the stand. Furthermore, the show was equal to the one on Saturday. Except this time, the public (and youth) would award a prize to the car, which in their opinion, was the most beautiful car in the show.

The award of ‘Best of Show’, according to the jury and the public, was for the Alfa Romeo Sprint Speciale Prototype from Corrado Lopresto. The Alfa Romeo 6C1750 GT with a Catagna body was chosen by the Ragazzi group (youth under 17 years old), which was unexpected. It’s nice to see that this younger generation can appreciate such a car. You would expect them to choose a more flashy model instead, for example a Maserati, Ferrari or a Lamborghini.

Finally we can conclude that the Concorso d’Eleganza Villa d’Este is losing its status a little, due to the sponsorship by BMW. The Concours in Chantilly near Paris at the beginning of September could be a nice alternative.

Sunday: the Concorso d’Eleganza Villa Erba This is the contest which is accessible for the public. All participating vehicles, motorbikes included (they have their own contest today), are lined up in the gardens of the Villa. A little bit further you can see the cars that were sold at the auction the night before.

The traditional show of BMW took place in the convention pavilion. This year it was the development of the different 8 Series models, starting with the 327/328 and finishing with the Concept 8 Series. The latter is quite a wonderful car and demonstrates BMW’s ambitions to shape sports performances with an elegant line. After the contest for motorbikes, W.R.E-Maserati Barchetta

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The start of a Maserati adventure In a four-part story Onno Hesselink tells about the ups and downs of his passionate relationship with Maserati.

Article by Onno Hesselink | photos by Dennis Noten and Onno Hesselink

T

ervuren, Belgium, 4th February: I have just booked a flight to Modena. For just over one year my 1969 Mistral coupé 4l has been with Carrozzeria Auto Sport.

My father and I are travelling on down to inspect the restored coachwork one final time prior to the car being moved to the spray booth.

Back in time: On a day... On a day I turn to my wife and say: “I’ve won a Maserati “. This

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is back in 2004. She replies: “You’ve done what? “ I repeat and explain that I had placed a 3,000 dollar bid on a Biturbo on ebay several days earlier, and that I was the highest bidder. A 1984 silver grey model; first series. From the photographs the car looks beautiful and is now entirely mine! I could not feel happier.

Just for a short while. The car was waiting for me in LA, but I know nothing about cars and even less about import procedures. Following

six weeks of headaches and loads of patience a truck finally appears at my door with my Biturbo. Unloading and trying to start her is not that simple or easy (“she just needs to wake up “), but finally after 10 minutes the engine finally decides to fire up. The car shows signs of various ‘shortcomings’, but the local FIAT dealer promises to help me out. He assures me to “get going on it next week”. In the meanwhile, I’m dreaming of the road trips we intend planning with our Biturbo and patiently wait for the garage to start on the maintenance and repairs. Weeks and months fly by, without very much progress. One year and a hefty invoice later we have still only spent precious little time driving the car. Little am I to know that a Biturbo is a “poor man’s Maserati” and merely one to drool over? With a heavy heart I sell it, for 2,500 euro. End of story? Just for the time being.

© DENNIS NOTEN

At the wheel of my Ghibli from 1970

One is none In 2006 I acquire a second-hand Ghibli II as a daily drive. This time from a Belgian dealer. Bart, based in Tienen, solely focusses on importing the best models from Italy and is at home when it comes to maintenance and spare parts: this gives me somewhat more confidence.

My Ghibli is a 2-liter model from

1994 developing 306 bhp with fierce twin-turbos. With just under 60,000 km on the clock, it is soon apparent that she is not only fast but reliable also. What with the profusion of style it boasts I’m truly in fine feather.

L’Officina, a local garage specialising in old-timer Ferrari and Maserati cars carries out the maintenance. In the Brussels hellhole there is a say-

ing: ‘we’re up and rolling’. Finally: I was up and rolling with Maserati!

And to this day I still take to the road with my Ghibli with just as much pleasure. But ‘one is none’... as they also say in Brussels.

The oldtimer-hel Later that same year at the “SPA Italia” event in Francorchamps, my

Above right: My Ghibli ‘94: 306 HP on the rear wheels Below left: My very first Maserati Below right: My Biturbo first series from 1984

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By then, I had read morethan enough stories about so-called “Concours condition” models.

eyes fall on Julien Appels’ Ghibli SS. At that time Julien is Chairman of the Belgian Maserati Club and owns one of the most beautiful cars ever designed: a black model with wire wheels. Not exactly the most attractive combination, but even so: je veux... I know, no way can I afford a Ghibli. However, against better judgement I carefully start the

quest for a sound, unrestored model.

Having now read enough stories and articles about so-called “Concours condition” models, if I am to acquire a Ghibli I want to personally follow the restoration from A-Z. After all: the journey is more important than the destination. This time around I’m assisted and advised by a mechanic and a coachbuilder. What ensues is an endless search among used car dealers for a tidy Ghibli. A visit to Joop Stolze in the Dutch polders comes to the fore: this former Dutch bulb cultivator has in excess of 500 cars on offer for me. They are parked nose to nose decaying in the drizzling rain, spread over an enormous complex of old glasshouses with more holes than glass in the roof. This must be the old timer hell, flashes through my mind. He has an SS waiting for me (“we can smart-

Above and left: My Maserati Ghibli from 1970 in the wooded area around the Francorchamps race track.

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© DENNIS NOTEN

en it up for you, it need not cost a fortune “). The car shows damage to the front and appears as though the previous restoration had been carried out by a second-rate artist as compared to a panel beater. “Ne touchez pas à ça”, my coachbuilder warns me. And so we head off back home without the Ghibli. Finally, in 2006 I do manage to buy a Ghibli

in Lyon, France. Over the following years the car is entirely stripped and we restore her down to the last nut and bolt. Roberto for the coachwork, L’Officina for the mechanics. In 2010 my Ghibli is resprayed in its original ‘Celeste chiaro’ colour – finally road ready: we can now prepare for all those road trips we have been dreaming about for so long.

Mistral ticklings In between I also acquire a black 1992 Shamal: as good as new, with less than 32,000 km on the clock. But in 2014 I once again get itchy feet. I might well not have a Riva boat, but a Mistral would make my life complete.

To be continued in the following number of this magazine..

Below: My Shamal from 1992 with less than 32,000 km on the clock

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The best of Italy, on the road and on your plate.

Cosi bello, cosi buono.

Since 1958

Vilvoordelaan 9 – 1930 ZAVENTEM

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Discover Norway 2017 7 days, 4 seasons

Having aperitifs in Montreux can have serious consequences.

But no one could have imagined, on that very moment in 2013, that those consequences would exceed all expectations.

Article by Guido, Davy and Katja | Photos by Karine

I met Jens Holger Nilsen during the organisation of the MIR Belgium in 2012. Knowing that he drove his Ghibli II all the way from the Far North to the City at the Sea, left me in awe. Apparently it wasn’t his first time participating at the Maserati International. He was also the only Norwegian in the group.

In 2013 we were guests in Montreux for the annual Maserati meeting and during the aperitifs I started to talk to Jens again. I told him that I – and others as well – would really appreciate it if a similar event was organised

in Norway… The question would be ‘repeated’ several times… with as a consequence, in November 2015, I suddenly found an invitation in my mailbox with an almost completely worked out roadbook. I did not have to think twice about an offer like this… Jens had secretly prepared the perfect Norwegian Maserati trip!

The ‘Discover Norway Tour’ would far exceed all expectations…

But we did not expect anything else.

Guido

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In pursuit with a Bora

Discover Norway 217 The official invitation of the Norwegian Maserati Club for the participation to the ‘Discover Norway Tour’ came at the end of 2015. The tour started on Wednesday the 31st of May at the waterfront of the Oslo Fjord. After a road trip of seven days, on Tuesday the 6th of June 2017, we return to a mountain near Oslo with an exceptional view over the city and its fjord. During the tour we stayed at Geilo, just outside the Hardanger“The road trip takes vidda National Park. At Lofthus, an excellent location near the water of us over a pass, the Hardanger Fjord. At Balestrand, that has only been near the water of the Sogne Fjord. cleared from snow Between the mountains of Geiranger and Beitostolen, the gate to the at the beginning Jotunheimen National Park.

The trip to Kiel (to take the ferry to Oslo) goes well. There are only some delays due to roadworks starting from Hamburg. Where are those ‘unlimited speed’ highways?

On Monday the 29th of May we, punctual as usual, are waiting for the ferry to ship us to Oslo. There, our travel companions Jenny and Jolanda, Guido, Karine, Paul and Christine, are already queuing. We quickly went to the lobby of the departure hall of the ferry to meet the Englishman Mr. Perfect (No, not a joke.) and his wife, who are travelling under the French flag. We then went to the ferry to park our Maseratis and enjoy the view from the deck when the ferry leaves Germany.

The road trip through Norway can start Sunday the 28th of May, finally! After the long waiting and planning, we started the road trip through Norway. Before we left, we received the necessary reading materials from Jens (the organizer) in order to start this tour well-prepared. One of Jens’ e-mails still floats around in our heads: clearing the mountain pass along the route at the beginning of May. Then the question raises: what are we getting ourselves into?

Oslo Tuesday the 30th of May, at 10 o’clock the ferry arrived in Oslo. With a few others we pay a visit to the ‘Fram’ museum, which is about the first polar expeditions by the Norwegians. The original expedition ship, the ‘Fram 2’, is at the centre of the museum. The museum is known as the best one of Norway and we can certainly agree on that. On the island you can also find the Viking museum and National Marine museum, but our time was too limited to visit that as well. In the afternoon, we travelled to our first hotel, Holmen Fjord Hotel, where we met the other Belgian participants. Lucien and Marie-Odile, Manu and Nicole have already checked in and they

The Belgian delegation at the Discover Norway Tour 2017

The ladies are putting their best foot forward

of May.”

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Top left: Khamsin spotted in the wild. Top right: parking lot reserved for the ‘Discover Norway’ participants.

Bottom left: hotel Kvinknes at Balestrand. Bottom right: Stephen Dowling’s unique Quattroporte II Frua.

showed us the way. In the evening, at the bar, Jens and his family came to greet us very quickly. There was no sign of stress visible, even though he has been preparing this trip for the past two years.

school performed a typical Norwegian folklore dance for us to enjoy.

Thursday the 1st of June, on our way to Lofthus Today we drove through the Hardangervidda National Park, the biggest national park of Norway. On the way we stopped at the Sysen Dam and the Voringfossen Falls.

Even the new Hardanger Bridge was on our route. The invitation informed us that we must not forget our swimwear because Hotel Ullensvang in Lofthus, where we were staying, has the most beautiful indoor and outdoor swimming pool in the area. And indeed, a refreshing splash into the swimming pool gave Jens another thing to be right about. The scenery over the lake nearby the hotel is absolutely stunning.

Wednesday the 31st of May, the first official day of the ‘Discover Norway’ tour.

We first signed in, before the place became too crowded.

Jens already has the first surprise for us. He has invited the Italian ambassador of Norway, Mr. Giorgo Novello, for the official welcoming. The ambassador gives a charming and funny speech and he obviously adores Italian cars.

Lancia is very close to his heart, but he loves Maserati as well, of course. After the ambassador’s speech, Jens gives us some more detailed information on what awaits us for the next few days.

Friday the 2nd of June, the three-ferriesDuring and after our first lunch we met the other experience participants. It’s a melting pot of nationalities: AustralThe alarm clock woke us up very early in the morning as ians, Danes, British, Germans, Italians, we had to take three ferries. Because not Norwegians, Swiss and of course, Belall our Maseratis can be loaded on one gians. After lunch we quickly freshened ferry, we are divided into two groups. up our Maseratis and then off we went Of course we had the honours to be in to Geilo, our first trip. The route to Geilo the first (earliest…) group. Luckily, the was already magnificent and appeared delicious and extended breakfast helped to be just a prelude to what was coming to get us on our feet and with good spirits next. At the Dr Holms Hotel in Geilo there we left the hotel for our first ferry. Lunch Organiser Jens Holger Nilsen was a presentation about Hardangervidwas served in an authentic farm at Hefte da National park, which we will be travelling through Gard. We tasted the local dishes and enjoyed the panthe next day. We also got some information about the cakes for dessert. In the afternoon we had to take another landmarks we will encounter. Some pupils from a local ferry, renowned for its ‘U-turn’ so that all cars are facing

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Idyllic panoramic view with a Blue Emozione Ghibli III in the foreground.

the right direction on the boat. This Norwegian logic is not completely clear to me, but the result is that all Maseratis are facing the correct direction on that ferry. We arrived at Balestrand where we stayed at the Kviknes Hotel.

Saturday the 3rd of June: the route to Geiranger On our way we encounterd a lot of spectacular viewpoints such as the Gaularfjellet viewpoint and the modern steel bridge over the Likholefossen Falls. A ferry brought us to our hotel Union in Geiranger. Whilst on the ferry, we could see the ‘Seven Sisters’ Falls and the ‘Bottle’ Falls.

Sunday the 4th of June: a road trip along the ‘Troll Ladder’ Today we didn’t have to take our luggage with us, as we were staying another night in hotel Union. The road to the Trollstigen Visitor Centre is only accessible by the ‘Troll ladder’, the equivalent of the Stelvio pass. It’s a pity it was so cloudy when we climbed that ‘ladder’. But it was indeed a very nice uphill trip. In the evening we took the tour around the private car museum of the hotel. There

are some American old-timers, each with their own story about being used as a taxi for the happy few who came to Geiranger on a cruise.

Monday the 5th of June: Beitostolen This trip went along the highest route, above the treetops and with a spectacular view. The way to the top of the Dalsnibba is situated between walls of snow. It was snowing and for a moment we imagined ourselves in winter. A little further and we could see lakes, snowy mountains and even a herd of reindeers. It was breath-taking and even the passengers in my Maserati Levante were speechless.

Tuesday the 6th of June: the last day of Discover Norway 2017 In the afternoon, we could chose to stop at either the Valdres Folk museum or the Noraker Gard Rakfisk (Norwegian specialty of ‘rotten’ fish, a Norwegian delicacy).

After this activity, the route took us to the last stop in Oslo, Scandic Holmenkollen Park Hotel. This hotel is situ-

Top left: 5000GT Allemano, Ghibli SS, Sebring I and a Mistral Spyder in front of the hotel. Top right: Quottroporte Bellagio Fastback by Touring Superleggera. Bottom left: Five in a row at Hefte Gard. Bottom right: Silver Bora.

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La Bella Diva The sun always shines bright underneath a green umbrella

Isabella Rosselini, Monica Belluci, Sophia Loren, … If there’s a Maserati in

ated on top of a hill and looks down onto the city of Oslo.

The Holmenkollen ski museum and its ski jump tower are nearby. The last gala dinner was at the restaurant Frognerseteren, a little further up the hill. A bus took all the participants safely to the restaurant. During dinner it was time to thank the organiser, Jens Holger Nilsen. He did not receive a lot of flowers, but more the alcoholic kind of saying ‘thank you’ such as bottles of wine, champagne and of course our world famous Belgian beer. During his speech, Guido pointed out that he had found one error in Jens’ perfect roadbook. Everyone was looking at each other, wondering what that error could possibly be. The title ‘Discover Norway Tour’ is missing the words ‘part 1’ and we are all hoping for a ‘part 2’. So, Jens, on behalf of all Belgian participants to the trip we want to thank you again for your perfect preparation, explanation, the chosen accommodation and the magnificent routes you led us through in Norway.

This trip will certainly remain a subject of conversation for a long time; we will not forget this experience any time soon. Thank you and we are looking forward to part 2!

the picture, the greatest divas suddenly become less interesting. This time, we can see the Ghibli and Romy Schneider shine in La Piscine from 1969. Enjoy!

Source: www.imcdb.org/vehicles_make-Maserati.html

Maserati parking at the start of the Discover Norway Tour.

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The Porsche and Mercedes show of the year Article by Frank Rameckers | Photos by Edith Overmars

W

ednesday the fifth of April: the twenty-ninth edition of Techno-Classica opened its doors in the Gruga Expo Halls in Essen. The first day is a preview day where the press, guests and interested parties can meet all that beauty for the first time. Even though they have to pay an entrance fee of €45,-. Because the convention only starts at two o’clock in the afternoon and already closes at eight in the evening, there is not enough time to see everything. Of course I was short of time, so I mainly focused on the Maseratis and some unique pieces. As the title already says, the show was almost completely about Porsche and Mercedes.

Even more than it was in Maastricht, Paris and Antwerp.

There were halls in which the offer of Porsches was almost sixty percent of all offered classics.

This year, the convention was (in my opinion) even more luxurious and there were few adjustments compared to previous editions. Most dealers and specialists had their fixed spot, so you could find them easily and didn’t encounter any surprises. Unless you were looking for the BMW stand or the one of COYS. The hall, that’s normally occupied by BMW, was taken by dealers. The first reaction is then: “aren’t they participating this year?” That is impossible for a German car manufacturer. Because the Gruga building is undergoing major (re)construction work, they had to find a temporarily solution. Visitors had to go through a ‘tunnel’ towards two extra halls: one for BMW and one for COYS. Because

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of that, BMW looked a bit lost to me. COYS, on the other hand, had a much better position than the previous years: a large hall that enhanced the cars that were to be auctioned.

Hall one is traditionally for Mercedes. Together with several Mercedes specialists, they had brought together a nice collection of models. In hall number three, next to many Porsches, there was the stand of the German Maserati Club, that kept several unique Maseratis. For example a 300S chassis number 3059, an A6G 2000 with an Allemano body and an A6GCS with a Fantuzzi body and the ultimate Mille Miglia car. In the same hall, a Maserati racer was offered as well. One of the first monopostos, a type T26B from 1927 with a value of € 3.2 million.

I found another unique car in this hall. Not a Maserati, but hidden in between the Porsches, Ferraris and Mercedes, I thought I had seen an Italian bodywork.

Nothing was further from the truth. I saw a ‘Vintage’, built by Bilenkin Classic Cars from Russia. The country of Ladas and the lorry kind of cars. The idea originated from the brain of two enthusiastic Russians, who wanted to develop unique, handmade models. I spoke to Klaus Pilsner, the German representative. He showed me the photo album with the cars that have already been made for customers. Several cars found a buyer in Russia, but the Middle East appeared to be an important market.

The level of finishing off is of an unknown quality. The same applies to the bodywork and the chrome. At the

moment, a BMW 3 series from the years 2008-2012 is being used as a basis. But they are looking to buy a new chassis. Homologation wouldn’t have to be a problem then. There were a lot of Maseratis this year, more than the previous editions. At the English magazine Classic & Sports Cars you could find a beautiful light green Sebring. There were several Ghiblis too, of which some Cabriolets. But there were Mexicos, Mistrals, Indys, Bora and 3500GT models. There even were two MC12 models, a Strada and a Corsa execution in the famous Vitafone colours. Houtkamp Collection offered a rare OSCA 1600 with a Fissore body.

Other exceptional cars were some Glas and BMW Coupés, Siata Daina Gran Sport, Matra 530LX and a Lamborghini Centenario tractor. From the latter only five have been built. It looked like some kind of dragster.

The Fiat 500 Jolly, a beach car from 1962, had a value of €115.000,-. There were also two Simca 8 sports cars in Essen, a model that you actually never encounter and it has a beautiful Italian-looking bodywork. Every year, the host S.I.H.A organises a theme exposition around the pavilion. This year the theme was centred around the Grand Prix of Monaco over the period of 1952 – 1960 and there were several different F1 models. Which includes the Maserati 250F of the winner Manuel Fangio.

There was also a Hudson Eight from 1927 in the spotlights. This car had just returned to Germany after a

world tour of 960 days, with behind the wheel: the eighty year old lady Heidi Hetzer. Hot off the press and covered in dust. It must have been an amazing adventure for this lady to travel around the world with such an old Hudson and taking almost three years to do it.

The many specialists in parts, tools, maintenance products, documentation and scale models are strongly represented every year. This is what attracts many visitors. The lack of these specialists is what makes conventions in Maastricht and Brussels more like a car showroom, where you just watch cars. Here in Essen, especially the well-known German brands, they show you the importance of the delivery of parts. It has an important role in maintaining the brand.

COYS auction, the 8th of April On Saturday afternoon, at 1 o’clock, there was the traditional auction of classics in one of the halls in the Gruga building. COYS offered 117 cars, including two tractors, a Lamborghini and a Porsche. Again there was an oversupply of Porsches. I counted 28 and 6 Maseratis. It’s a pity that, even after several requests to COYS, they didn’t mention anything about the total income from the sale.

Not before the deadline of this publication at least.

To conclude we can speak of a Porsche and Mercedes show with here and there some exceptional highlights. This year, the number of visitors was only

Met de klok mee: Maserati 300S, Maserati Sebring Serie 1, Maserati 3500GT, Maserati Ghibli S Spyder

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Lot #

Make / Model

Estimated sale price

130

Citroen SM 1972

€ 10.000 - € 14.000

143

Ghibli Spyder 1968

€ 280.000 - € 320.000

178

3500 GT 1964

€ 230.000 - € 250.000

190

3500 GT 1963

€ 200.000 - € 250.000

197

Ghibli 4.9 SS 1971

€ 270.000 - € 320.000

202

Merak SS (USA) 1980

€ 60.000 - € 70.000

prices don’t go over the top anymore, even though a few models were auctioned for significant prices. For example €1,- million for the Fiat 8V with a Vignale body from 1953. The same applied to the unique Bugatti 57SC Cabriolet with a Gangloff body from 1938.

The organisers of the Techno-Classica indicated that approximately forty percent of all cars would have been sold. Essen remains a convention, which is absolutely worth a visit. But if you want to have seen it all, you really need two days.

185 000, which did not exceed last year’s limit of 200 000 visitors. Is there some kind of convention boredom growing? Or are the speculators slowly failing? The

Met de klok mee: Maserati MC12 Corsa, Maserati MC12 Stradale, Simca 8 Coupé, Bilenkin “Vintage”, Maserati Ghibli S Coupé, Maserati A6G Allemano

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Marella Rivolta’s Iso

View of the Zagato showroom

Group visit to Zagato, Touring Superleggera and Borrani

A story of old crafts ARTICLEBY WIM CERSTIAENS | PHOTOS: GRETEL GOESSENS

Como. Known for its lake, beautiful landscapes and culinary discoveries. And also for the Concorso d’Eleganza of Villa d’Este, the annual world-famous contest.

A

ctually, the Concorso is a magnificent outdoor museum where visitors can admire the masterpieces that were specifically chosen for their unique qualities. As most of our members know, every year we go to Como for this contest and every time we link some other visits to it.

This year, coachbuilders Zagato and Touring Superleggera and the rims-builder Borrani were honoured with our visit.

Resounding names for anyone who has gasoline streaming through their veins. These are also names that are inevitably connected to the Concorso.

Such events – now almost 100 years ago – were established as a moving showroom for the skills of the famous carrozzieri. And even though, a long time ago, many

craftsmen competed for the title ‘best of show’, today there isn’t much left of the culture of coachbuilders. Most manufacturers want to develop and manufacture everything in their own factory to have more control over the process. Of the dozens of honorable coachbuilders, there is only Pininfarina, Zagato and Touring left and they are now dependent on a few individual buyers who want something special in their garage.

For that reason it is also very difficult to get an appointment. Visitors aren’t easily allowed, with the result that – after three years of asking – we were very happy to finally be able to visit those sacred grounds with our group. Eventually we could speak with mister D’Ieteren (yes, the one from the D’Ieteren group) at a cars

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Zagato Mostro Maserati GT 2015

Louis de Fabribeckers, Head of Design at Touring Superleggera since 2007

convention in Padova, which took away all the remaining obstacles. Before you frown: Roland D’Ieteren is indeed the main shareholder of Touring and Borrani. He isn’t only an avid lover of Maserati (he is almost always present at Villa D’Este with one of his vehicles), but it’s also thanks to him that Touring, Zagato (obviously not a shareholder anymore) and Borrani still exist today.

Actually not very surprising if you look at the fact that D’Ieteren also started as a Zagato: coachbuilder. Back to the roots. We started raw beauty our visits at Zagato and after that, Touring.

Both are stationed in the same building, that almost located in a corner of an industrial area no one can in Rho, near Milan. Originally – when the equalise. production numbers were still decent – the whole building was Zagato’s. But because today they only produce small series, part of the building now belongs to Touring as well. .

Zagato I remember when I first saw a Zagato (a Lancia Fulvia) and how surprised I was about the quirky design. Zagato is not meant to flatter everyone, like the other carrozzieri. The smooth and elegant lines of Pininfarina for example, or Bertone, is not something you’ll find at Zagato. That would be impossible because their trademark has always been designing

Alfa Romeo TZ3, built on the chassis of the Belgian Gillet Vertigo

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and optimising cars purely for speed and competition.

So Zagato is more an ‘acquired taste’, but once you’ve cracked the ‘code’, you can see that underneath that efficiency, there lies raw beauty that no one can compete with.

We were welcomed heartily by the PR lady Diana Grandi and the person who is responsible for Sales and Marketing, Andrea Fasola. After a short introduction about the company Zagato, which took place in the projection room where normally the first sketches of the customers’ cars are presented, we were led to the central showroom where there is a collection of their own creations. There

were two strange models as well: an ISO Rivolta and an ISO Isetta, because Andrea Zagato is married to Marella Rivolta, the granddaughter of Renzo Rivolta and founder of Iso Rivolta. There were two Maseratis: the Zagato GS from 2007 based on the 4200 Spider, and the Mostro from 2015 that – just like the present Alfa Romeo TZ3 – has been built on the chassis of the Belgian Gillet Vertigo and has the 4,7 litres Maserati V8 underneath its bonnet. All these models also made their debut at the Concorso of Villa D’Este.

Unfortunately they’re not always that considerate about their cultural heritage. This is proven by the story Andrea tells us: 12 copies of the Lamborghini L147 were ordered by the Lamborghini-owner Audi to be destroyed because they didn’t fit into the new philosophy of the brand. Fortunately there is still one in the showroom of Zagato. On our way to Touring via the backdoor, we were once more confronted with a very sad picture as we saw the skeletons of an Alfa Romeo SZ and an RZ placed on the scrap heap, that was a moment we had to hold back the tears.

Touring Superleggera Touring Superleggera is from a whole different calibre than Zagato. Elegance and innovation have always been high priority for this design house. Models like the Alfa Romeo 2500 Villa D’Este (named like that because it won that event), the Ferrari 166 MM, the Maserati 3500 GT and the Aston Martin DB4 are some examples of the simple and essential lines for which Touring is known. That doesn’t mean that Touring never constructed competition models, but they never lost sight of graceful elegance.

Think of the Alfa Romeo Disco Volante from 1952, a competiton barchetta that was so advanced and pure of

design, that it still served as a source of inspiration for the Jaguar E-type, which was presented 10 years later.

At Touring, we were welcomed by Emanuele Bedetti, chief of the Sales and Marketing department. Taking Photos was not allowed, to guarantee the privacy of the buyers, whose cars were in production. This was obviously a bummer, since there was a Touring Berlinetta Lusso, based on a Ferrari, being prepared for the spray booth. And a little further there was an Alfa Romeo Disco Volante Spider being built. The craftsmanship to shape the aluminium plates was a real eyecatcher. In the restauration department we saw the Maserati 5000 GT from the owner Roland D’Ieteren, being prepared for the Concorso of Villa D’Este and somewhere in a corner there was a Maserati A8GCS hidden underneath a plastic canvas. At the end of our visit at the production area, the Belgian designer Louis Touring has de Fabribeckers was waiting for us. By doing so, he fulfilled the always cherished promise he had made us when we elegance and talked to him during Knokke Zoute innovation Grand Prix last year and he again confirmed what a sympathetic kind of person he is. We got an explanation on how the Touring models should look like based on the sketch, which was drawn on the spot, that included all elements that characterize Touring.

Borrani Borrani is known as the constructor of the iconic (but expensive) spoke wheels, that form an essential ornament underneath a classic with status. Founded in 1922 by Carlo Borrani, the company quickly became the chosen

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supplier for race and sportscars of Alfa Romeo, Ferrari and Maserati. Cars ornamented with Borrani rims were good for about 7500 victories and that is why the wheels were so desired for regular cars on the road. At the end of the sixties, popularity decreased. On one hand because

wheels. We were awaited by the chief of the company, Matteo Bosisio, who would passionately show us the production process for the next two hours. It is extraordinary and impressive to see how, via a turning lathe, a regular aluminium plate becomes a magnificent rim. After

the new generation thought that this was a fashion item of the elder generation and on the other hand because magnesium and aluminium rims were cheaper to produce.

In 2004, the company was revived and – also because the popularity of classics on the market increased – requests for original Borrani wheels rocketed. At the moment, about 1500 wheels are being constructed per year. Not only the classic spokes wheels, but also the new bimetal retro wheels. Besides, they also restore old Borrani

the polishing phase, holes were being made to put the homemade spokes (72 pieces) into place. Afterwards the wheel is checked for the correct roundness and adjusted if necessary, a skill that requires years of training and practice. We were relieved to see that most actions were demonstrated by a very young employee. At Zagato and Touring we saw a lot of trainees as well. It gives us some kind of reassurance that there is still a future for these craftsmen, even though their best days are already over.

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A passionate history Article: Onno Hesselink | Photos: Internet

Why Maserati? And what makes Maserati so different than the other car brands?

It’s a question that I get a lot. The answer? Simple. In its 100 years of existence, Maserati never created a boring vehicle. Some were beautiful, others weren’t.

Some were reliable and some were not. But they were always fast and never boring.

In this series we reveal a piece of the passionate history of our beloved brand.

W

e start off with a revised article from ‘Trident’ number 40, the English club magazine. This first part tells the story of the beginning of the brand and the founding in 1914 to 1954. Thanks to Roger Epsztajn and Andrew Whyte.

In the years before the war, Maserati mostly won with its 6CM (six cylinder Corsa Monoposto). This bolide was extremely successful in ‘Voiturette racing’ and was propelled by a 1,5l super charged twin-cam engine. From 1936 on, the 6CM proved himself the strongest rival of his time and collected more than Maserati and the glory days of twenty important victories in the hands racing of legendary pilots like Cortese, DreyFinancial problems, they seem to be the fus, Taruffi, Trossi, Varzi and Villoresi.

Alfieri Maserati constant factor in the story of Maserati.

There were eleven copies built. In the In the beginning, the reason for that was monfollowing years, they improved the 6CM: the eney-consuming race business in which they were active. gine was boosted from 150 to 175 pk and the black box While the first real big success only came in 1957, long construction chassis got an independent front (wheel) after the Maserati brothers had left their company. That suspension. Its wonderful lines and fascinating details year, the company finally could tie their name to the one (like the complex division of the steering gear) typified of a world champion: Manuel Fangio (1911-1995) with his everything Maserati was known for in its glorious days fantastic 250F. of racing.

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From left to right: Bindo, Ettore, Ernesto and Mario Maserati in front of the offices of ‘Officine Alfieri Maserati’ in Pontevecchio, Bologna, circa 1934

1914 to 1924 Just before Italy got involved with the First World War, S.A. Officine Alfieri Maserati was baptised in Bologna.

Alfieri was the fourth of seven sons of the train mechanic Rodolfo Maserati. He and his three brothers Carlo, Bindo and Ettore had developed the necessary experience in auto mechanics at the famous Isotta Fraschini.

At the age of twenty-seven, Alfieri decided to start his own workshop, together with his youngest brothers Ettore and Ernesto. Ernesto was too young to join the army so he was perfect to keep the company running until the war was over.

Because they needed money in times of war as well, Alfieri developed his own Maserati spark plug in Milan. Around 1919 he returned to Bologna to race in his Isotta special. A first big victory followed soon: his brother Ernesto won the Circuito del Mugello in 1922, steering his ‘shotgun’.

Diatto prototype during the first public presentation in Bologna, 1925

in Bologna. Maserati had its icon and the next year Alfieri would win the first Targa Florio in its category with it.

1930 would be an exceptional year, in which Achille Varzi collected five important victories in the brand new 8C-2500. And then there was a spectacular 16 cylinder racer.

In 1933, Nuvolari and Campari collected a few beautiful Grand Prix victories, but unfortunately Alfieri couldn’t be part of that anymore. Because of a race accident in 1927 he was left with only one kidney and when a surgery to the other kidney failed, he died in 1932 at the age of 44.

It was time for Bindo to leave Isotta and to accompany his brothers Ernesto and Ettore. Together they kept Maserati going.

1934 to 1944 Until then, Alfa Romeo and Bugatti have been Maserati’s most important rivals. But now, danger came from somewhere else: the Auto Union and Mercedes-Benz 750Kg, Hitler’s Grand Prix supercars. Even though Maserati fought as never before, success stayed away. The company then focused on second division. The 6CM was a magnificent piece of auto technology, it couldn’t compete at all with the force of Alfa Romeo. Certainly not when

1924 to 1934 Because the Fratelli Maserati were relatively successful, the management ordered a Diatto Grand Prix vehicle for the season of 1925.

Underneath the bonnet there was a 2 litre, 8 cylinder in line engine. But the Diatto didn’t seem to be a success and was quickly forgotten. Maserati took over the design, adjusted it and the first real Maserati was born: the Tipo 26. At the front shines a trident, the symbol of a local statue

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Alfieri Maserati was buried on the 3rd of March, 1932, in Bologna.

Wilbur Shaw in his 8CTF during his victory in Indianapolis in 1939

the company of Milan invented its own super charged 1,5 litre racer, the legendary 158. In 1937, industrialist Adolfo Orsi took over financial control of Maserati and from 1940 on, the workplace of Maserati moved to Modena. What followed were 2 surprise victories in Indiapolis in 1939 and in 1940 (Wilbur Shaw in an 8CTF, 3 litres).

In 1937 nam industrieel Adolfo Orsi de financiële controle over Maserati en vanaf 1940 verhuisde het werkterrein van Maserati naar Modena. Wat volgde waren nog 2 verrassingsoverwinningen in Indianapolis in 1939 en 1940 (Wilbur Shaw in een 8CTF, 3 liter).

their duties were over, they went linea recta to Bologna to start a new car brand: O.S.C.A. (Officine Specializzate Construzione Automobili – Fratelli Maserati S.p.A.) was born. In the meantime, their work was continued by Alberto Massimino in Bologna. With his 4CLT/48 – also called ‘San Remo’ – he was the most dominant Grand Prix racer in 1949. But when Alfa Romeo made his comeback, they were again outranked.

In the meantime, Orsi and his son Omer were determined to make Maserati into a competitive brand again.

They pulled Gioacchino Colombo in (the brain behind the Alfa 158) as technical chief. Giulio Alfieri assisted him for the mechanics and together they decided to write history.

1944 to 1954 After the Maserati brothers left their company to Orsi, they were contractually terminated for 10 years. Once

To be continued in the next publication.

This is also a Maserati Surprised? From our next publication onwards, we will focus, through a series of articles, on the cars that don’t appear to be a Maserati on first sight, but underneath they all have one thing in common: a beating Maserati heart.

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