Gooding & Company is recognized the world over as a leading collector car auction house specializing in the finest antique, classic, sports and racing cars, and have consistently achieved record-breaking results at prestigious venues such as Pebble Beach, Scottsdale and Amelia Island.

The Gooding & Company Pebble Beach Sale on the 18th and 19th August 2012, illustrated that the trend of increased prices for important Maserati classic and race cars continued. Three highly collectable Maseratis went under the hammer: a Tipo 61 Birdcage, an A6G 2000 Berlinetta by Frua and a 3500 GT.

In total, Carrozzeria Frua completed fewer than 20 bodies for Maserati’s A6G/2000 chassis, with production of spiders far outweighing that of berlinettas. Although the Frua spiders may garner greater recognition, the beautifully styled berlinettas were featured in Maserati’s official catalogue and offered a unique blend of sporting and grand touring characteristics. These exceptional sports cars were aimed at a clientele that demanded a closed car more dramatic than the Allemano Coupe and better appointed than the full-race Zagato Berlinetta.

A striking 1950s design and one of Pietro Frua’s most successful works, the A6G/2000 Berlinetta is notable for its stunning rear-quarter window treatment, graceful proportions and splendid handcrafted details. With its refined, high-quality chassis and elegant coachwork, the A6G/2000 Frua Berlinetta was an absolutely unique offering in its era.

Today, these rare Maseratis appear fresh, modern and utterly distinctive when compared to other two-liter Italian sports cars of the period. In 1955, they must have been a truly splendid sight.

THIS CAR

Chassis 2114 was completed by Gilco – the company assembling bare chassis frames for Maserati and Ferrari – in mid-1955 and subsequently delivered to the Maserati works in Modena, Italy, where it was mated with the A6G/54’s beautiful twin-plug, dual overhead camshaft engine. According to facsimiles of the original factory build sheets, 2114 was equipped with the finest Italian high-performance accessories, including Marelli coils, Weber carburetors, outside-lace Ruote Borrani wire wheels, Abarth exhaust and the latest Pirelli Stelvio tires.

Maserati then delivered the completed chassis of 2114 to Carrozzeria Frua in Torino. Frua, who had produced outstanding coachwork for Maserati chassis since 1950, reached his zenith as a coachbuilder with his exquisite, well-balanced designs for the A6G/2000. Unlike Zagato and Allemano, who only built closed bodies for the A6G/2000 chassis, Frua fashioned both spiders and berlinettas. In total, it is believed that just four Frua berlinettas in this style were completed; yet because of subtle variations in detail and trim, each body was essentially a one-off design.

Once the aluminum coachwork was hammered into form, the exterior was finished in black and the interior upholstered in rich nocciola (hazel) leather. A lovely example of mid-century Italian style, the Frua bodywork incorporated the most fashionable continental accessories of the day, from a Smiths heater to Jaeger instruments and Cibie headlights.

On November 6, 1955, 2114 made its public debut at the 42nd Annual Paris Auto Salon, held at the magnificent Grand Palais des Champs- Elysées. On Maserati’s Paris show stand, the black Frua Berlinetta was displayed alongside two other A6G/2000s, 2113 (Zagato Berlinetta) and 2111 (Allemano Coupe), both of which were painted gray.

Having completed its show-car duties, the A6G/2000 returned to Maserati, where it was prepared for delivery to its first owner. On December 9, 1955, the Frua Berlinetta was invoiced to official Maserati importer Simone & Thepenier at Garage Mirabeau in Paris. By year’s end, Garage Mirabeau sold the exclusive Maserati to its first owner, Grueder Setbon. The glamorous two-place sports car was certainly cherished by M. Setbon and it remained with the family for approximately 25 years, transferring into the ownership of his son André in 1975.

In 1980, Italian car dealer Richard Crump was able to purchase the Maserati from the Setbon family. Four years later, the Frua Berlinetta was sold to Anthony MacLean, a Swiss collector with a passion for Italian sports cars, particularly coachbuilt Maseratis and Lancias. Shortly after acquiring the Maserati, Mr. MacLean commissioned Italian specialist Bossato to perform a comprehensive mechanical rebuild. During the course of this work, Rudy Pas of Classic Car Associates presented Mr. MacLean with the opportunity to acquire an A6GCS Maserati. As a result, 2114 was traded to Mr. Pas as a partial exchange against the sports racer and the proposed restoration work remained at a standstill.

For more than a decade, 2114 remained in static storage awaiting an appreciative new owner. In 1999, UK collector Andrew Green was made aware of the Frua-bodied Maserati and sent an agent to Ghent, Belgium, to perform a thorough inspection. While in need of attention, the A6G/2000 was found to be fundamentally sound and recommended as an excellent candidate for a ground-up restoration.

Between 2000 and 2002, the Frua Berlinetta underwent a painstaking restoration overseen by Andy Heywood of Bill McGrath Maserati in Hertfordshire, England. Throughout the process, a concerted effort was made to restore the car in a responsible fashion, remaining faithful to the original techniques of construction.

When the Maserati entered McGrath’s workshop, it displayed just 23,000 km. Over the years, the coachwork had been repainted red, the interior re-trimmed and the grille modified. When the red paint was stripped away, a single layer of black was revealed, indicating that the Frua coachwork had been refinished only once in its 45 years.

Once completely disassembled, the Maserati was entrusted to Jim Henshaw in Hereford, England, for panel repair and paintwork. Though the aluminum panels were fundamentally sound, electrolytic corrosion and minor damage necessitated some repairs. While this work was being completed, the distinctive eggcrate grille, which had been removed many years earlier, was meticulously reconstructed using the remaining original slats. From the existing pattern, Henshaw carefully fabricated the original shapes and remade the entire assembly in brass. This process alone consumed five weeks of diligent effort. Once prepared for paint, the chassis was refinished with the correct brush-painted black underseal and the coachwork painted in black cellulose for a deep glass-like finish.

With cosmetic work well underway, attention was turned to a mechanical rebuild. As the owner intended to participate in tours and rallies, the rebuild incorporated a number of subtle improvements to ensure reliable performance and increased flexibility. With this use in mind, McGrath Maserati installed a new crankshaft and connecting rods along with custom-made valve guides and re-profiled camshafts. Weber specialist Norman Seaney was enlisted to rebuild the original 36 DO4 carburetors, cast new choke levers and machine new jets for smooth, consistent operation. As the engine block – presumed to be an original factory replacement unit – did not display a serial number, the owner requested that it be stamped 2114/2.

The exacting two-year restoration effort culminated with the Frua-bodied A6G/2000 winning a well-deserved First Prize at the Maserati Club Annual Concours d’Elegance at Stanford Hall on May 26, 2002. In 2003, the A6G/2000 was displayed at Goodwood and at the Maserati Club UK’s exhibition at the Classic Car Show at Birmingham’s NEC, where it was awarded the Special Prize.

Later that year, the award-winning Maserati was sold to famed Jamiroquai frontman and passionate car enthusiast Jason “Jay” Kay. Attracted to the A6G/2000’s exotic engineering and sublime mid-century styling, Mr. Kay was thrilled to have the rare Maserati join his stable of fine Italian sports cars. Unlike many collectors who rarely use or display their prized automobiles, Mr. Kay is a firm believer in driving all the cars in his collection and participating in the classic car hobby.

A testament to his tremendous enthusiasm for this wonderful Maserati, Mr. Kay has shown the A6G/2000 at the Louis Vuitton Classic Concours at Waddesdon Manor and the Salon Privé Concours d’Elegance at the Hurlingham Club in London, one of the UK’s most prestigious classic car gatherings. Impressively, the Maserati’s display at Salon Privé resulted in Best in Class and Grand Prix honors. Beyond its successful showings, the stunning black Maserati has been featured in Octane magazine and, most recently, competed in the 2010 Mille Miglia Storica.

Not only has this splendid Maserati received a number of prestigious concours awards and participated in the most exclusive classic car rallies, it is accompanied by a documentation file that supports its fascinating history and noteworthy pedigree. Offered with copies of the original Maserati build sheet, a comprehensive restoration file, registration records, a driver’s handbook and a FIVA carte d’identité, this A6G/2000 is impressively documented and primed for new adventures.

The Maserati A6G/2000 – one of the marque’s greatest achievements – is among the most enjoyable Italian sports cars of the 1950s and an ideal entrant for the finest driving events and concours. Due to their exceptional style, terrific dynamic qualities and mechanical sophistication, these fashionable Maseratis have long been the preferred choice of sports car connoisseurs and represent tremendous value when compared to similarly exclusive offerings from Ferrari, Mercedes-Benz and Porsche.

With its incredibly rare Frua coachwork, Paris show car pedigree, award-winning restoration and connection to one of the great contemporary car collectors, 2114 stands as a significant example of the marvelous A6G/2000.

When the new 3500 GT model debuted at the 1957 Geneva Auto Show, Maserati had combined the reputation of their fabulous sports racing cars with the clean and elegant yet sporting style of the Carrozzeria Touring Superleggera coupe body.

According to Maserati historian Adolfo Orsi, chassis 101.2428 was assembled in late 1962, and exhibits features from both the early and late series. Specifically, this car appears to have been built with the earlier side window frames without the second vent window at the rear of the door, and the earlier, single-piece taillights. The con- signor believes that this car may have been built with an unused body from the previous series to fulfill the wishes of a very important client who was partial to the earlier design.

Additionally, 2428 possesses a very desirable combination of features, with the five-speed gearbox of the later production with the classic Weber carburetors and Borrani wire wheels typical of the early cars. At once it gives enhanced driving pleasure and a purer aesthetic.

This 3500 GT was purchased in 1988 by the consignor, a knowledgeable and experienced collector of Italian cars who is well known for the spectacular level of quality and detail in his restoration projects. He commissioned Joe Piscazzi of Akron, Ohio, to oversee the complete restoration of the Maserati and gave him the budget required to guarantee the finest work possible. Vanguard Automotive Enterprises, Inc. of Medina, Ohio, was responsible for rebuilding the DOHC inline six- cylinder engine. Mastercraft Metal Finishing of Seattle, Washington, provided chrome and metal finishing services, and the interior of the Maserati was crafted by artisan John Bowser. Photo documentation and receipts of the two- year restoration are available for review.

It is not surprising that the concours history of this stunning 3500 GT is truly impressive. Some of the laurels it has earned include: Best in Class, the Count Lurani Award and Best of Show at Le Belle Macchine d’Italia; Outstanding Maserati at the Concours of Italian Style at Meadow Brook; AACA Junior and Senior First Prizes; as well as National Award Candidate at Hershey. Not least of its accomplishments was a Second in Class prize at the 1994 Pebble Beach Concours d’Elegance.

Today, two decades after its restoration, this Maserati 3500 GT presents itself confidently. Expertly and fastidiously maintained, the deep blue paint and chrome and alloy brightwork accents appear unmarked, while the straight body panels show tight, even gaps. The dramatic white leather interior appears to have minimal traces of use and the engine compartment shows as restored, with correct finishes and fittings.

As a marvelous finishing touch, further study of the engine compartment reveals the distinctive signature of Carlo Felice Bianchi Anderloni who led his family’s company, Carrozzeria Touring of Milan, from 1949–1966. Sig. Anderloni autographed this car when giving it special recognition with the Dolce Vita Award at Concorso Italiano in Carmel, California, in 1994.

Superbly styled, well-built and very entertaining to drive, the best 3500 GTs are now being actively sought by savvy enthusiasts. The fact that they are historically significant as well just adds the final nudge to spur an erudite collector to action. This particular 3500 GT is undoubtedly an exemplar of the breed, and would be difficult to duplicate.

By late 1958 however, the company had regained some financial strength, at which point management and the Orsi family thought it appropriate to develop a new racing car. Maserati’s chief engineer Giulio Alfieri was chosen to spearhead development of the new car.

The new car was to be a competitive sports racer that Maserati could sell to customer racing teams around the world. Alfieri, though starting from a blank slate, had to keep costs in mind and consider using some of the existing sub-components already in production at Maserati.

With the idea of weight savings in mind, Alfieri began sketching the new car in October 1958. The chosen layout was a front-engine chassis design, where the two-liter Maserati DOHC four-cylinder engine would be laid on its side for better weight distribution and a lower profile. For the rear suspension setup, Alfieri opted for the already proven system used on the 250F gran prix car, which consisted of a De Dion axle with a transverse- mounted leaf spring above it and a five-speed transaxle in front. The front suspension was a fully independent coil-spring setup also of the same type as the 250F. Newly developed telescopic-type shock absorbers were used in all four corners, and the steering was of the rack and pinion type. For braking, Alfieri chose disc brakes.

The chassis construction itself is where Alfieri made history. With a targeted weight of 1,100 lbs., a new and innovative idea had to be developed. Over the next month, Alfieri developed his new chassis design for the Tipo 60/61, which consisted of several hundred small-bore mild steel tubes welded together in a clever network that distributed weight evenly across all stress points. The frame was nicknamed for its resemblance to a birdcage. The new frame was stronger than traditional tube- frame chassis, and weighed a mere 66 lbs.! Atop the high-tech chassis were to be a wraparound aluminum body with minimum overhang and an innovative Kamm tail shape to reduce rear-end lift and drag.

On May 8, 1959, the prototype Tipo 60 turned its first wheel and was tested by Stirling Moss at the local Modena Autodrome on May 19th. Moss was very impressed with the new sports racer, and obtained permission from Alfieri and Mr. Orsi to do more testing during the upcoming 1,000 km race at Nürburgring. Moss believed that the car was a potential class winner in the two-liter class and that if it were upgraded to three liters, the new Maserati would have a chance at winning the World Sports Car Championship. Surely enough, when tested by Moss at Nürburgring, the prototype broke the two-liter track record. A few months later, Maserati brought the car to its first competitive event, a two-liter race in Rouen, France. With Moss behind the wheel once more, the Tipo 60 took victory way ahead of the competition. The Tipo 60 had proven to be a winner at its first competitive outing.

As word began to spread about Maserati’s new giant killer, orders started coming in and production was initiated.

It was soon apparent to Maserati that the most important class in the US – the prime Birdcage market – was D Modified (2,000 cc – 3,000 cc); and as a number of Maserati’s most influential US clients kept asking for more power from the Tipo 60, the three-liter Tipo 61 soon made its debut. Alfieri had come up with a few different ideas on how to best increase the displacement but settled with a short-stroke 2,890 cc formula, which delivered smooth power and very limited internal vibration. The output of the new motor was 250 bhp; and with the overall weight of the car remaining close to that of the Tipo 60, the Tipo 61 was a fierce machine, ready to take on the Ferraris, Aston Martins or Jaguars competitors might be driving.

The following years saw Tipo 60s and 61s compete against the best in the world. They ran at prestigious races all over Europe: 24 Hours of Le Mans, the Targa Florio and the 1,000 km of Nürburgring, where Lloyd “Lucky” Casner’s famous Camoradi Racing Team won the grueling race in both 1960 and 1961. In the US, the Tipo 60 and 61s were raced extensively by the US racing elite at the best tracks and in the most competitive racing series.

Estimates vary, but less than 20 Maserati Tipo 60 and 61s were built between 1959 and 1961. In- credibly innovative, they remain some of the best-handling, most effective sports racing cars ever produced.

THIS CAR

Chassis 2454 was the third Tipo 61 built. Finished at Maserati on November 9, 1959, the new racer was painted black and featured a slightly higher rear deck and less pronounced fender crowns than the cars produced afterwards. It had been ordered and built for privateer racer Loyal Katskee of Omaha, Nebraska. Quite an accomplished racer by the late 1950s, Katskee also owned an MG and Jaguar dealership in Omaha. Katskee raced some very fine European machinery in those years, mostly Ferraris prior to the Tipo 61, though he also raced Porsches and Lotus at venues like Daytona, Sebring, Riverside, Nassau and Havana. Katskee tended to concentrate on major events and was not particularly interested in local races.

Chassis 2454 left Italy in an airplane on November 13, 1959, and was flown straight to Miami, Florida, in time for the 1959 Nassau Speed Week later the same month. At Nassau, Katskee drove the brand new Tipo 61 in several races, finishing 11th overall in the Governor’s Trophy Race and, a few days later, 16th overall in the Nassau Trophy Race. In February 1960, Katskee and his Tipo 61, now painted white, traveled to Havana, to participate in the Grand Prix of Cuba, but they did not finish the race. In June 1960, Katskee campaigned 2454 at the USAC International Race at Continental Divide Raceways in Castle Rock, Colorado, but once again ran into problems and failed to finish. Katskee, a seasoned racer at this point, didn’t give up on the Birdcage that easily, and rightfully so. At his next outing in July 1960 at the USAC Race at Road America, Katskee and the Tipo 61 finished an impressive 3rd overall. The remaining part of the 1960 season would see Katskee compete with 2454 on the West Coast, first at the USAC Times Grand Prix in Riverside, California, and later at the USAC Pacific Grand Prix at Laguna Seca, finishing 14th overall at Laguna.

By year’s end Katskee had had his fun with the Birdcage, and sold it to Donald Skogmo of Minneapolis, Minnesota. At this point, the car’s original engine had been removed but kept with the car as a spare, replaced by an un-numbered engine. Skogmo, an heir to the Gamble-Skogmo merchandising chain, had been an avid racer since the early 1950s, campaigning a number of important European sports cars and sports racers over the years. Skogmo’s first outing in 2454 was at the May 1961 SCCA Race held at Wilmot Hills Road Racing Course in Wisconsin, where Skogmo finished an impressive 2nd overall. The following month, at the Hoosier Grand Prix held at Indianapolis Raceway, Skogmo finished 11th overall in the first heat and 8th overall in the second. Skogmo’s most impressive finish came on home turf at the SCCA Race at Metropolitan Stadium in Bloomington, Minnesota, in late June 1961; Skogmo won the race outright. In July, Skogmo conquered the Pikes Peak International Hill Climb with an 8th overall finish, and again won outright at the July SCCA race at Metropolitan Stadium. In December 1961, Skogmo campaigned the Birdcage at Nassau Speed Week, finishing 8th overall in the Governor’s Trophy Race and 16th overall in the Nassau Trophy Race. In 1962, 2454 saw little use, though it did run at Elkhart Lake in September with Skogmo at the wheel.

Skogmo eventually sold 2454, at that point with neither engine nor transaxle installed. The aging Tipo 61 moved south to a Floridian owner, then later up to New York before it was finally purchased by an Englishman in 1970. Under his ownership, 2454 received a sympathetic restoration and was fitted with a two-liter Tipo 60 engine and four- speed transaxle from a 300S. In the mid-1970s, 2454 was purchased by noted collector and author Joel Finn who soon installed a correct Tipo 61 engine and transaxle. The Maserati stayed with Mr. Finn until the early 1980s, when it was purchased by Italian collector Giulio Dubbini in Padova, Italy.

In 1989, after Mr. Dubbini’s passing, 2454 was sold to Swiss collector Karl Bloechle. Mr. Bloechle – an avid collector and an artist specializing in vintage automotive models – campaigned the Tipo 61 at prestigious historic racing events throughout Europe during the 1990s before finally selling it to respected Swiss collector and historic race car driver Carlo Voegele in 2000. Voegele decided to treat 2454 to a full refurbishment and entrusted German restoration and engineering company Capricorn Engineering with the task. Capricorn is well known for their restorations of classic and historic vehicles, having restored a number of important Porsches and Maseratis over the years. Near the end of the restoration process, 2454 was inspected, properly evaluated and received the ultimate stamp of authenticity: certification by Maserati Classiche, an honor which is believed to have been bestowed upon just one other Tipo 60/61.

Purchased by the consignor in early 2011, 2454 has since been exercised in historic racing events on such prestigious tracks as Spa- Francorchamps, Nürburgring and Goodwood. Capricorn Engineering has continued their support and race preparation of 2454 since the initial restoration, maintaining the sports racer in competitive condition.

In total, Maserati only built around 20 Tipo 60 and 61 Birdcages. Due to their competitiveness in period, the vast majority of these magnificent sports racers were campaigned, crashed and subsequently modified with different bodies and new chassis constructions. Very few Tipo 60/61s remain as complete and genuine as 2454, which still retains its original body and chassis. In the eyes of many experts, 2454 is one of the best and most genuine Tipo 60/61s in existence. It benefits from a known history and ownership by many prominent caretakers over the years, as well as Maserati Classiche certification. Accompanied by the sale of 2454 are a spare engine and transaxle, the car’s original bonnet and the complete certification binder from Maserati Classiche.

A highly competitive sports racer in any company, 2454 would be an ideal entry in the most prestigious vintage racing events worldwide, racing against period opposition from Ferrari, Aston Martin, Jaguar and Porsche. It deserves a spot in the world’s most prestigious collections of sports racing cars, and would most likely have an innovative angle on many of the cars already in place in such a collection.

Text and photos courtesy of Gooding & Company.