Technical specification:

1,985.6 cc straigh-six engine producing 140 bhp at 6500 rpm
Twin overhead camshafts with two valves per cylinder
Bore and stroke: 76.5x72 mm
Compression ratio: 8.5:1
Twin ignition
Three Weber 36DC04 carburettors
Four-speed manual transmission
Upper and lower A-arms, coil springs and Houdaille hydraulic shock absorbers at front
Leaf springs, live rear axle, Houdaille hydraulic shock absorbers at rear
Front-wheel hydraulically operated disc brakes with drums to the rear
Wheelbase: 2550 mm
Front track: 1360 mm
Rear track: 1220 mm

TIPO A6G/54

"In the mid-fifties, the availability and success of the A6GCS allowed Maserati to move towards a new and more incisive involvement in the series production field. It's impossible to tell how committed they were, suffice to say that this new direction required a rather long gestation period. This creative difficulty came from the precarious efficiency of their operating structure; the factory was still operating with a racing department that took priority. In the final analysis it was hard to rule out an absence of an efficient managerial leadership.

Although it appeared unpleasant, a direct confrontation with the Ferrari factory was spontaneous and inevitable; the younger Maranello factory benefitting from an efficient and unscrupulous administration. Motorsport aside, even in the commercial sector Ferrari proposed many exciting new projects which, in 1953, reached a high point with the 4.5-litre Type 375. In this field of expression Maserati, the natural and symbolic rival, countered with the ageing A6G; less expensive and with lower running costs, but now looking decidedly outdated. So emerged the need for a technical revamp, and this, aided by the presence of the 2-litre A6GCS/53, produced the A6G/54 project; revealing the concept of a high performance car with a medium-sized engine. A fundamental element of its design, was Maserati's continuing theme that had already brought them great success: two-door, two-seater Spyder or Coupè bodies with two small occasional rear seats.

Since in 1954 Gioachino Colombo had left to join Bugatti and the emergent technical staff were engaged in the development of the racing cars, there was no clearly identifiable responsibility for the design of the A6G54. However its supervision, and the final choices, were made by Vittorio Bellentani. The task was in fact congenial to his practical and intuitive spirit. Despite that, the excellent six-cylinder engine of the A6GCS was necessarily given a profound revision with the objective of an operation adapted to touring use.

The modifications began with the valve train which, abandoning the classic gear system, was operated by a triple timing chain The dry sump lubrication system was abandoned in favour of an elegant heavily-finned oil sump in light alloy. At first and for purely economic reasons, a twin ignition system was made available, but only on request and at an extra cost, but following an initial attempt with single ignition, it was decided to return to the more sophisticated and efficient system with two spark plugs and a large distributor with twelve wire terminals mounted at the rear of the intake camshaft. Modifications were also made to improve engine performance: first the compression ratio underwent a redimensioning which accompanied a more adequate fitting out of the carburation system. While many models continued to use the large 40mm Weber carburettors, others were fitted with more modest Webers (36 and 38mm), creating a broad range of performance. By contrast, the exhaust system, that could have been by Abarth or made in-house by Fiandri, made little or no difference. As one would expect, the highly tuned versions were destined for competition use; their engines were fitted with specially prepared cylinder heads, and were defined as "Special".

Some of these interventions could then be considered of limited but ample entity, such as to meet the needs of an optimum product at limited costs. That entered into the logic of a programming that did not pursue conspicuous investment in the starting up of the assembly line. To avoid an increase in costs, the number one enemy to defeat, opportune measures were taken for which, aside from the building of the mechanical components, only their assembly was carried out in the factory. The chassis, after the first example was built in-house, were commissioned to Gilco whose high degree of specialisation was known.

The A6G/54 had a tubular chassis similar to that of the previous A6G. A 14mm anti-roll bar was incorporated into the front suspesion, and the rear leafsprings were reinforced with a supplementary leaf. The steering was inspired by that of the A6GCS, as was the braking system; while it took advantage of lower performance was penalised by the inertia of the inreased weight. Bodies were commissioned to Zagato (20 Coupe and 1 Spyder), Frua (6 Coupe and 12 Spyder) and Allemano (21 Coupe), whose creations gave the name to the several versions of the A6G/54; Maserati's coloured brochure described them as "Tipo A" for the Frua Spyder, "Tipo B" for the Frua Coupè, "Tipo C" for the Allemano Coupè and "Tipo D" for the Zagato Coupè. Zagato, except for a two-seater Spyder presented at the Geneva Motor Show in 1955, produced twenty light alloy Coupès which were destined for racing in the GT category

For the first time the relationship with Zagato could be considered concrete, that with Frua confirmed as a long-standing collaboration. The Turinese coachbuilders were engaged in the fitting out of coupes and spyders that reproposed, more or less unchanged, the styling that had characterised their first efforts. Due to this preoccupying incapacity for renewal they chose the task of the strong but questionable personalisation of the models, expressed together with audacious colours, with a central stripe that was repeated in the motif of the top and the seat covers. Among their creations is the n. 2109 sedan and the n. 2110 spyder, built on A6GCS frames with shortened wheelbase which limited the passenger compartment to two seats.

The spartan creations of Zagato and the not always satisfying works of Frua, that amongst other things had very long delivery times, didn't go down well with everyone so Maserati sought an alternative, which they found in the Turinese coachworks of Serafino Allemano. Their efforts in effect began in 1956 with a long series of coupes which, though not displaying a marked personality, had a sober design and fine accurate workmanship, fully responding to the philosophy of a highly prestigious grand touring car. Luxury accessories such as a radio, a Smiths heating system, and gadgets like a set of custom suitcases for the boot compartment, emphasised the move towards a high quality product.

The A6G/54 prototype, a white coupe by Pietro Frua, was introduced at the Paris Motor Show in 1954. During that period, prior to the introduction of the larger engined 3500GT in 1957, only 61 examples were constructed; the model being handicapped by its smaller engine capacity against its competitors. Chassis were numbered from #2101 to #2198, but from a certain period, due to factory policy, they became irregular. It's worth noting that the prototype was given the chassis number 2063, in line with those of the A6GCS/53, which suggests that at that time, the A6G/54 project still needed to be defined."


The above text was translated from the finest book ever written on the history of Maserati:

"MASERATI: Una storia nella storia, dal 1945 ad oggi"
by Luigi Orsini and Franco Zagari.



At a sale by RM Monterey Sports & Classic Car Auction in August 2003, #2115 was described in their catalogue as:

"This A6G/54GT Berlinetta is one of the rare Allemano-bodied examples, of which just fifteen were built, and was Maserati's show car at the Geneva Auto Show from the 8th to 18th March 1956. It had been ordered by Baron Emmanuelle "Tuolo" De Graffenreid, the Swiss "Works" driver for Maserati's Grand Prix factory team from 1936 to 1956.

According to the Maserati records, after the Geneva Show, #2115 was returned to the factory for completion and "Tuolo" had helped to design the car to his specifications. This Maserati A6G/54 is fitted with French-language gauges and has been fitted with disc brakes at the front, helping its driving manners today. It may well be the very first Maserati to be fitted with disc brakes.

In 1975, De Graffenreid sold his Maserati A6G to a Mr. Schneider in Lausanne, Switzerland in 1957, who kept it for many years. In the late 1960s, he gave the car to Mr. Alunni, his workshop foreman, who, in turn, sold it to John Bloch of San Francisco. Mr. Bloch, after re-uniting the Maserati with its original engine, sold it to a Mr. Baechtold who, in turn, sold the car on some time later. In March 1975 it was sold at auction by Christie's in Geneva for the princely sum of SFR. 12.000.-. The car then came into the ownership of Mr. Edgardo Sodero of Claremont in the USA, where it underwent a complete restoration. In 1992, #2115 was displayed at the Maserati Days, USA, where it won 'Best of Show' and the 'Alfieri Trophy'. In 1998 it was purchased by renowned Maserati collector John Bookout of Houston, Texas

This Maserati has been extremely well restored, having been completely disassembled before being painstakingly put back together. It has beautiful maroon paint with a custom-made tan leather interior. The chassis was completely detailed to original specifications with suspension parts and brakes all completely overhauled. At the same time, the opportunity was taken to go through the engine and rebuild it to original specifications. All the gauges, wiring harness and all electrical and hydraulic parts have been completely rebuilt, to original specifications.

Following the restoration, #2115 is believed to have been shown at the Pebble Beach concours, where it placed well and attracted much favourable attention."