Maserati (Italian pronunciation: [mazeˈraːti]) is an Italian luxury vehicle manufacturer established on 1 December 1914, in Bologna.^[3] The Maserati tagline is “Luxury, sports and style cast in exclusive cars”,^[4] and the brand’s mission statement is to “Build ultra-luxury performance automobiles with timeless Italian style, accommodating bespoke interiors, and effortless, signature sounding power”.^[5]

The company’s headquarters are now in Modena, and its emblem is a trident. It has been owned by the Italian-American car giant Fiat Chrysler Automobiles (FCA) and FCA’s Italian predecessor Fiat S.p.A. since 1993. Maserati was initially associated with Ferrari S.p.A., which was also owned by FCA until being spun off in 2015, but more recently it has become part of the sports car group including Alfa Romeo and Abarth (see section below). In May 2014, due to ambitious plans and product launches, Maserati sold a record of over 3,000 cars. This caused them to increase production of the Quattroporte and Ghibli models.^[6] In addition to the Ghibli and Quattroporte, Maserati offers the Maserati GranTurismo, the GranTurismo Convertible, and has confirmed that it will be offering the Maserati Levante, the first Maserati SUV, in 2016, and the Maserati Alfieri, a new 2+2 in 2016.^[7] Maserati is placing a production output cap at 75,000 vehicles globally.

History

The Maserati brothers

The Maserati brothers, Alfieri, Bindo, Carlo, Ettore, and Ernesto were all involved with automobiles from the beginning of the 20th century. Alfieri, Bindo and Ernesto built 2-litre Grand Prix cars for Diatto. In 1926, Diatto suspended the production of race cars, leading to the creation of the first Maserati and the founding of the Maserati marque. One of the first Maseratis, driven by Alfieri, won the 1926 Targa Florio. Maserati began making race cars with 4, 6, 8 and 16 cylinders (two straight-eights mounted parallel to one another).

The trident logo of the Maserati car company is based on the Fountain of Neptune in Bologna‘s Piazza Maggiore. In 1920, one of the Maserati brothers, artist Mario, used this symbol in the logo at the suggestion of family friend Marquis Diego de Sterlich. It was considered particularly appropriate for the sports car company due to fact that Neptune represents strength and vigour; additionally the statue is a characteristic symbol of the company’s original home city.^[9]

Alfieri Maserati died in 1932, but three other brothers, Bindo, Ernesto and Ettore, kept the firm going, building cars that won races.

Orsi ownership

In 1937, the remaining Maserati brothers sold their shares in the company to the Adolfo Orsi family, who in 1940, relocated the company headquarters to their home town of Modena,^[3] where it remains to this day. The brothers continued in engineering roles with the company. Racing successes continued, even against the giants of German racing, Auto Union and Mercedes. In back-to-back wins in 1939 and 1940, a Maserati 8CTF won the Indianapolis 500, the only Italian manufacturer ever to do so.

The war then intervened, Maserati abandoned car making to produce components for the Italian war effort. During this time, Maserati worked in fierce competition to construct a V16 town car for Benito Mussolini before Ferry Porsche of Volkswagen built one for Adolf Hitler. This failed, and the plans were scrapped. Once peace was restored, Maserati returned to making cars; the Maserati A6 series did well in the post-war racing scene.

Key people joined the Maserati team. Alberto Massimino, an old Fiat engineer, with both Alfa Romeo and Ferrari experiences oversaw the design of all racing models for the next ten years. With him joined engineers Giulio Alfieri, Vittorio Bellentani, and Gioacchino Colombo. The focus was on the best engines and chassis to succeed in car racing. These new projects saw the last contributions of the Maserati brothers, who after their 10-year contract with Orsi expired went on to form O.S.C.A.. This new team at Maserati worked on several projects: the 4CLT, the A6 series, the 8CLT, and, pivotally for the future success of the company, the A6GCS.

The famous Argentinian driver Juan-Manuel Fangio raced for Maserati for a number of years in the 1950s, producing a number of stunning victories including winning the world championship in 1957 in the Maserati 250F alongside Toulo de Graffenried, Louis Chiron, Prince Bira, Enrico Platé, and a few others. Other racing projects in the 1950s were the 200S, 300S (with several famous pilots, among them Benoit Musy), 350S, and 450S, followed in 1961 by the famous Tipo 61.

Withdrawal from racing

Maserati retired from factory racing participation because of the Guidizzolo tragedy^[a] during the 1957 Mille Miglia, though they continued to build cars for privateers. Maserati became more and more focused on building road-going grand tourers.

The 1957 Maserati 3500 GT marked a turning point in the marque’s history, as its first ground-up grand tourer design and first series produced car. Production jumped from a dozen to a few hundreds cars a year. Chief engineer Giulio Alfieri took care of the project, and turned the 3.5 L inline-six engine from the 350S into a road engine. First launched with a 2+2 coupé aluminium body over Carrozzeria Touring‘s superleggera structure, a steel-bodied short wheelbase Vignale 3500 GT Convertibile open top version followed in 1960. The 3500 GT’s success, with over 2200 made, was critical to Maserati’s survival in the years that followed the withdrawal from racing.

The 3500 GT also provided the underpinnings for the small-volume V8-engined 5000 GT, another seminal car for Maserati. Born from the Shah of Persia‘s whim of owning a road car powered by the Maserati 450S racing engine, it became one of the fastest and most expensive cars of its days. From the third to the thirty-fourth and last example produced it housed Maserati’s first ever road-going V8 engine design.

In 1962, the 3500 GT was evolved into the Sebring, bodied by Vignale and based on the Convertibile short chassis. Next, came the two-seater Mistral coupé in 1963 and Spider in 1964, both six-cylinder powered and designed by Pietro Frua.

Also in 1963, the company’s first saloon car arrived, the Maserati Quattroporte, designed by Frua as well. If the 5000 GT inaugurated the marque’s first road-going V8, the Quattroporte’s Tipo 107 4.2-litre DOHC V8 was the forefather of all Maserati V8s up to 1990.

The Ghia-designed Ghibli coupé was launched in 1967. It was powered by a 4.7L, dry sump version of Maserati’s quad cam V8. The Ghibli Spyder and 4.9-litre Ghibli SS followed.

Citroën ownership

In 1968, Maserati was taken over by French car manufacturer Citroën. Adolfo Orsi remained the nominal president, but Maserati changed a great deal. The relationship with Citroën started as a joint venture, made public in January 1968,^[10] in which Maserati would design and manufacture an engine for an upcoming Citroën flagship car, the Citroën SM. Launched in 1970, the SM was a four-seater front-wheel-drive coupé, powered by a Maserati Tipo C114 2.7 L 90° V6 engine. The V6 Maserati engine and its associated gearbox have been used in other vehicles such as Special Rally prepared Citroën DS, as used by Bob Neyret in Bandama Rally, and in the Ligier JS 2.

With secure financial backing, new models were launched, and built in much greater numbers than before. Citroën borrowed Maserati expertise and engines for the Citroën SM and other vehicles, and Maseratis also incorporated Citroën technology, particularly in hydraulics. Engineer Giulio Alfieri was key to many of the ambitious designs of this period.

The first new arrival was the 1969 Maserati Indy—a Vignale-designed four seater GT with a traditional V8 drivetrain, which was produced in over 1100 units.

In 1971, the Maserati Bora, was the first series production mid-engined Maserati, an idea agreed with Maserati administrator Guy Malleret shortly after the 1968 takeover. The Bora ended Maserati’s reputation for producing fast, but technologically out of date cars, being the first Maserati with four wheel independent suspension.^[11] In contrast, competitor Lamborghini had independent suspension in 1964.^[12]

In 1972, fitting a Tipo 114 SM-derived V6 enlarged to 3.0-litre into the Bora produced the Maserati Merak.^[13]

Citroën never developed a 4-door version of the Citroën SM – instead Maserati developed the Maserati Quattroporte II that shared most mechanical parts with the SM, including the mid-engine, front-wheel-drive layout, and six headlight layout.^[14]

To power this large car, Alfieri developed a V8 engine from the SM V6 with 260 PS (190 kW; 260 bhp) and fitted it to a lightly modified SM, proving that the chassis could easily handle the power increase.^[15] Citroën’s and Maserati’s financial difficulties hampered the type homologation process; the development costs for the stillborn saloon further aggravated Maserati’s situation. Only a dozen Quattroporte IIs were ever produced, all with the V6.

The replacement for the successful Ghibli was the Bertone-designed Maserati Khamsin, a front-engined grand tourer that introduced in 1972 and produced from 1974; it married the traditional Maserati V8 GT layout with modern independent suspension, unibody construction and refined Citroën technologies such as DIRAVI power steering.

Crisis years

Meanwhile, the 1973 oil crisis put the brakes on this ambitious expansion; demand for fuel-hungry sports cars shrank drastically. Austerity measures in Italy meant that the domestic market contracted by 60-70%.^[16] All of the main Italian GT car manufacturers were damaged, having to lay off workers in order to empty lots of unsold cars. Maserati received the hardest blow, as its home market sales accounted for over half of the total—in contrast, for example, with Ferrari‘s 20%.^[17]In this situation, the only Maserati that continued to sell in appreciable numbers was the smaller engined Merak.

In 1974, the 1973–75 recession at its climax, things took a turn for the worse. Citroën went bankrupt and its incorporation into PSA Peugeot Citroën begun. The year closed with domestic sales tumbling from 1973’s 360 to 150 units,^[17] and losses exceeding the share capital.

On 22 May 1975, a press release from the Citroën management announced all of a sudden that Maserati had been put into liquidation.^[18] The workforce immediately picketed the factory, but production was not halted. Trade unions, the mayor of Modena and local politicians mobilised to save the 800 jobs; industry minister Carlo Donat-Cattin even flew to Paris to meet Citroën chairman Francois Rollier. An agreement was reached in June,^[19] after several meetings and assemblies. During one of these meetings, Citroën liquidators disclosed that a possible Italian buyer had showed up, and the name of de Tomaso was put forth for the first time.^[20] Citroën accepted to suspend liquidation as requested by the Italian government, which on its part guaranteed six months of special redundancy fund to pay the salaries.

De Tomaso era

On 8 August 1975, an agreement was signed at the Ministry of Industry in Rome, and property of Maserati passed from Citroën to Italian state-owned holding company GEPI^[b] and Alejandro de Tomaso, an Argentinian industrialist and former racing driver, who became president and CEO.^[21]^[22] As of December 1979, GEPI’s quota amounted to 88.75% of Maserati,^[23] the remaining 11.25% being controlled by De Tomaso through an holding which grouped his automotive interests in Maserati and Innocenti. Beginning in 1976, new models were introduced, sharing their underpinnings—but not their engines—with De Tomaso cars; first came the Kyalami grand tourer, derived from the De Tomaso Longchamp restyled by Frua and powered by Maserati’s V8. Following was the Italdesign Giugiaro-designed third generation Quattroporte, introduced in 1976 and put on sale in 1979. Bora sales dwindled down; Khamsin was discontinued between 1982 and 1983. Progressively stripped of its Citroën-derived parts, the Merak continued to sell over one hundred pieces a year, until 1982.

The Biturbo

The 1980s saw the company largely abandoning the mid-engined sports car in favour of a compact front-engined, rear-drive coupé, the Maserati Biturbo.^[24] Of fairly conventional construction, the Biturbo’s pleasure and pain was its twin-turbocharged V6 engine, the first ever in a production car. This engine, descending from Alfieri’s 90° V6, was fitted in a large number of models, all sharing key components; every new Maserati launched up to the 1990s would derive from the Biturbo. The Biturbo family was extremely successful at exploiting the aspirational image of the Maserati name—selling 40,000 units.

In 1983 and 1984, the range was extended to include saloons (the 425 and 420) and a cabriolet (the Zagato-bodied Spyder), respectively on a long and short wheelbase Biturbo platform.

During 1984, Chrysler bought a 5% share in the new company. Following an agreement between De Tomaso’s friend and Chrysler head Lee Iacocca, a joint venture was signed. Maserati would produce a car for export to the American market, the Chrysler TC by Maserati, with Chrysler-sourced engines. In July of that same year, a merger between Maserati and Nuova Innocenti was decided; it was carried out in 1985.^[25] Chrysler upped its stake to 15.6% by underwriting three quarters of a 75 billion Lire capital raise in 1986.^[26]

New Biturbo-based cars and model evolutions were launched year after year. In 1984, it was the 228, a large coupé built on the long wheelbase saloon chassis, with a new 2.8 L version of the twin-turbo V6. Weber Fuel injection was phased in starting in 1986, bringing improved reliability and a host of new model variants. The same year, the ageing third generation Quattroporte was updated as the luxurious Maserati Royale, built to order in an handful of examples a year; its discontinuation in 1990 marked the disappearance of Maserati’s four-cam V8 engine, a design that could trace its roots back to the 450S racer and the legendary 5000 GT. In 1987, the 2.8-litre 430 topped the saloon range. 1988 brought the Maserati Karif 2.8-litre two-seater, based on the short wheelbase Spyder chassis. Meanwhile, the Biturbo name was dropped altogether, as updated coupés and saloons were updated became the 222 and 422. 1989 marked the reintroduction of an eight-cylinder grand tourer: the Maserati Shamal, built on a modified short wheelbase Biturbo bodyshell, clad in new muscular bodywork by Marcello Gandini. It was powered by an all-new twin-turbo 32-valve V8 engine paired to a 6-speed gearbox. Two-litre, 24-valve engines also debuted.

De Tomaso-Fiat years

In October 1989, De Tomaso bought the remaining Gepi quota. In December, Fiat entered in Maserati’s history. Maserati and Innocenti were separated; Innocenti Milano S.p.A., the company that sold Innocenti cars, continued its business under a 51% Fiat Auto ownership. All of the Modena and Lambrate plants went to a newly created company, the still extant Maserati S.p.A.; 49% of it was owned by Fiat Auto and 51% was controlled by De Tomaso through the old company, Officine Alfieri Maserati.^[27]^[28]

In the early Nineties, a mid-engined sports car was developed, the Maserati Chubasco—which was to début in 1992. It featured Gandini-designed body, a V8 powertrain and a backbone chassis. The project was cancelled, as it proved too expensive. Starting in 1990, the entire range received a facelift by Marcello Gandini, on the lines of the Shamal’s styling. The last version of the Biturbo coupé proper was called Maserati Racing. It was a transitional model in which several features to be found on the upcoming Ghibli were tested.

The Maserati Ghibli was introduced in 1992. It was a six-cylinder coupé, with modified Biturbo underpinnings dressed by new Gandini bodywork (toned down from the Shamal) and the latest evolution of the 24-valve twin-turbo V6 with record breaking specific output. The underpinnings of the stillborn Chubasco gave birth to the Maserati Barchetta, a small open top mid-engine sports car styled by Synthesis Design (Carlo Gaino).^[29] A one-make racing series was held in 1992 and 1993, using the Barchetta Corsa racing version; the road-going Barchetta Stradale was never put into production. Just 17 Barchetta examples were produced. Between 1992 and 1994 all models save for the Ghibli and Shamal were progressively discontinued.

Fiat ownership

On 19 May 1993, 17 years after having rescued it from liquidation, Alejandro De Tomaso sold its 51% stake in Maserati to Fiat, which became the sole owner.^[22]^[30]Substantial investments were made in Maserati, and it has since undergone something of a renaissance.^{[citation needed]}

In 1998, a new chapter began in Maserati’s history when the company launched the 3200 GT. This two-door coupé is powered by a 3.2 L twin-turbocharged V8 derived from the Shamal engine, which produces 370 hp (276 kW).

Over two decades after the ill-fated Chrysler TC by Maserati during Chrysler’s brief ownership stake in Maserati, the two companies became interconnected again when Fiat purchased majority control of Chrysler in 2011 as a result of Chrysler’s bankruptcy.

Ferrari

In July 1997, Fiat sold a 50% share in the company to Maserati’s long-time arch-rival Ferrari (Ferrari itself being owned by Fiat).^[3] In 1999, Ferrari took full control, making Maserati its luxury division. A new factory was built, replacing the existing 1940s-vintage facility. Ferrari is credited for bringing Maserati back into business, after many lacklustre years of Maserati teetering on the brink of bankruptcy.^{[citation needed]}

The last links to the de Tomaso era were cut in 2002, when the 3200 GT was replaced by the Maserati Coupé and Spyder; evolved from the 3200, these cars ditched its twin-turbocharged V8 for an all-new, naturally aspirated, dry sump 4.2-litre V8 with a transaxle gearbox. In turn Coupé and Spyder were replaced by the GranTurismo and GranCabrio.

Meanwhile, two new models have been shown to the public: the MC12 road supersports and successful GT racer with a Ferrari Enzo–derived chassis and engine and the new Quattroporte, a high luxury saloon with the 4.2l V8 engine.^[31] Nowadays, Maserati is back in business and successfully selling on a global basis. In 2001, Ferrari decided to throw away all the old tooling and installed high-tech devices in the Modena factory, making it one of the most advanced in the world.^{[citation needed]}

Since early 2002, Maserati once again entered the United States market,^[32] which has quickly become for Maserati the largest market worldwide. The company has also re-entered the racing arena with their Trofeo and, in December 2003, the Maserati MC12 (formerly known as the MCC), which was developed according to FIA GT regulations and has since competed with great success in the world FIA GT championship, winning the teams championship three consecutive times from 2005 to 2007. The MC12 has also been raced in various national GT championship as well as in the American Le Mans series. The MC12 is based on the Enzo Ferrari sports car;^[33] 50 street-legal homologation models (roadsters and coupés) have been sold for about US$700,000 each.

The Maserati and Alfa Romeo Group under Fiat Group

The Maserati and Alfa Romeo group, under Fiat Group, started in 2005, when Maserati was split off from Ferrari and partnered with Alfa Romeo.^[34]^[35] On 9 June 2005 the 20,000th Maserati, a Quattroporte, left the factory.^[36] In the second quarter of 2007, Maserati made profit for the first time in 17 years under Fiat ownership.^[37]

On January 22, 2010, Fiat announced that it had created a new partnership/brand group for Alfa Romeo, Maserati, and Abarth. The group was led by Harald J. Wester, the current CEO of Maserati. Sergio Marchionne said that “[the] purpose of bringing the Alfa Romeo, Maserati and Abarth brands under the same leadership is to emphasize and leverage the value of the shared qualities of the three brands in terms of their sporting characteristics and performance.” ^[38] Abarth stayed under Wester’s leadership until 2013, leaving Maserati and Alfa Romeo in the brand group, led by Wester.^[39] Although Maserati and Alfa Romeo are in a brand group, Alfa Romeo is structured under FCA Italy S.p.A., which itself is structured under FCA, whereas Maserati is structured solely under FCA. In addition, in an interview with Wester in 2015, he clarified that his “role at Maserati is different from that in the Alfa Romeo as the latter is better integrated into the Fiat Group” and that “the new Alfa car won’t share any parts with the current Maserati model. I’m not planning any technical merging of these two makes.”^[40]

In 2013, Maserati started its expansion with the sixth-generation Maserati Quattroporte, which was designed to better compete with the Mercedes-Benz S-Class. This was followed by the introduction of the Ghibli, which was slated to compete against the Mercedes-Benz E-Class and BMW 5-series. On May 6, 2014, Maserati confirmed production of the Levante SUV and the Alfieri (previously a 2+2 concept sports car that was named after Alfieri Maserati).^[7] At this event, it was revealed that 2014 will be the last year of production for the GranTurismo and GranTurismo Convertible,^[7] although production of the GranTurismo was extended until 2016, with a new GranTurismo still being unveiled in 2018.^[7]^[41] In a 2015 interview, Harald J. Wester said that there was room for a future sports car, positioned above the Alfieri.^[40]

Along with their expansion, Maserati started their re-entrance into the high-performance car field, in order to compete with brands such as Mercedes-AMG, BMW M, Porsche, Jaguar, and in certain cases, Ferrari. This is being done with Maseratis that have higher output engines, higher performance components, and better handling. The fastest Maserati Alfieri will be receiving a 520 bhp (388 kW; 527 PS) V6 with all-wheel drive, while the Quattroporte, Ghibli, and Levante are receiving 560 bhp (418 kW; 568 PS) V8s in the future with all-wheel drive, in order to better compete with their respective AMGs, M cars, Jaguars, and Porsches.^[5]^[42] The Maserati Alfieri will be competitive against the Mercedes-AMG GT, Porsche 911, Jaguar F-Type R, and even the Ferrari California T in terms of performance. The replacement for the GranTurismo, to be presented in 2018, will have a 560 bhp (418 kW; 568 PS) V8.^[5] The high performance all wheel drive version of the Ghibli (as mentioned above) will likely wear a GTS badge. For the Quattroporte, this will be a replacement for the GTS version (with increased power and all wheel drive, as mentioned above).

In addition, Harald J. Wester stated that Maserati is experimenting with plug-in hybrid powertrains, and that one will be offered in the second half of 2017 in the Levante SUV.^[40] By 2018, the base Ghibli will receive a performance upgrade 350 bhp (261 kW; 355 PS), and the Ghibli S Q4 to 450 bhp (336 kW; 456 PS).

Maserati sales in 2013 were 15,400 units, which is up from just over 6,000 units worldwide in 2012 (2013 included the release of the new Quattroporte and Ghibli towards the end of the year, and thus the first year to fully represent the sales inclusive of these models is 2014).^[7] In May, 2014, Maserati sold a company record of over 3,000 cars worldwide, causing them to increase production of the Ghibli and Quattroporte.^[43] For that same month in the United States, Maserati sold 1,114 vehicles, which is up 406.19% over the same month in the previous year in the United States.^[44] Maserati’s best month of sales in the United States was September 2014, with 1,318 units sold.^[45] The month in 2014 where the increase on sales for the same month of the previous year was the highest was May, with a volume increase of 406.19%.^[45] The sales target for 2018 is 75,000 units worldwide.^[7]

2014 marked an historic record of 13,411 total units sold in North America for the year, a 169% increase versus 2013, boasting the highest-ever overall sales year for Maserati North America, Inc.^[46] Worldwide, in 2014 Maserati sold about 36,500 cars, a 136% increase over 2013.^[47] Harald J. Wester stated that Maserati will not surpass the 70,000 sales per year mark, and that Maserati will maintain its current position in the higher end of the luxury sports car market, not expanding downmarket and making vehicles smaller and less expensive than the Ghibli and Levante (such as those similar to the Audi Q5 and Mercedes-Benz C-Class), as other FCA brands, specifically Alfa Romeo, are or will be in those market spaces.^[40]

Since 2009, Marco Tencone (born 1967) has been the head designer of Maserati cars.

Concept Car

BBR-MODELS – MASERATI – MC CONCEPT 4.7 2008

BBR-MODELS – MASERATI – LEVANTE 86th GENEVE AUTOSHOW 2016

MASERATI CARS

MINICAR – MASERATI – 6CS/46 1946

EDICOLA – MASERATI – A6GCS SPIDER MONOFARO 1947

JOLLY-MODEL – MASERATI – 6GCS SPIDER 1947

TOPMODEL – MASERATI – 6C SPORT 1947

BANG – MASERATI – A6 GCS SPIDER STREET 1953

EDICOLA – MASERATI – A6GCS SPIDER 1953

IV-MODEL – MASERATI – A6G 1954 SPIDER

TOPMODEL – MASERATI – A6GCS SPIDER TURISMO 1954

EDICOLA – MASERATI – 2000 GRAN TURISMO SPIDER 1955

JOLLY-MODEL – MASERATI – 300S CLIENTI 1955

EDICOLA – MASERATI – 150S SPIDER 1956

JOLLY-MODEL – MASERATI – 350S SPIDER 1956

MATRIX SCALE MODELS – MASERATI – 3500 GT SPIDER PROTOTIPO 1959

BBR-MODELS – MASERATI – 5000 GT 1959 SCIA’ DI PERSIA (king)

Tecnomodel – 1960 Maserati 5000 GT

EDICOLA – MASERATI – 5000 GT 1960

EDICOLA – MASERATI – 3500 GTI 1961

SHSR – MASERATI – TIPO 151 N 0 TEST 24h LE MANS 1961

PROGETTO K – MASERATI – BIRDCAGE PRESENTAZIONE 1961

EDICOLA – MASERATI – SEBRING 1962

MINICHAMPS – MASERATI – MISTRAL COUPE 1963

NEO SCALE MODELS – MASERATI – 3500 GT SEBRING II SERIES COUPE 1963

MINICHAMPS – MASERATI – MISTRAL COUPE 1963

WHITEBOX – MASERATI – MISTRAL SPIDER 1964

WHITEBOX – MASERATI – INDY COUPE 1971

MINICHAMPS – MASERATI – MISTRAL SPIDER CABRIOLET OPEN 1964

EDICOLA – MASERATI – MISTRAL COUPE 3.5L 1964

BBR-MODELS – MASERATI – SEBRING 1964

EDICOLA – MASERATI – MISTRAL COUPE 3.5L 1964

IXO-MODELS – MASERATI – MISTRAL COUPE 3.5L 1964

IXO-MODELS – MASERATI – MISTRAL CABRIOLET 1964

JOLLY-MODEL – MASERATI – 200 M.PASTORE SPIDER 1964

MINICHAMPS – MASERATI – MISTRAL SPIDER CABRIOLET OPEN 1964

EDICOLA – MASERATI – MISTRAL SPIDER 1964

NEO SCALE MODELS – MASERATI – MEXICO COUPE 1966

EDICOLA – MASERATI – INDY COUPE 1969

MINICHAMPS – MASERATI – INDY 1970

SOLIDO – MASERATI – INDY 1970

WHITEBOX – MASERATI – INDY COUPE 1971

IXO-MODELS – MASERATI – BORA 1971

EDICOLA – MASERATI – BORA 1971

IXO-MODELS – MASERATI – INDY 1971

EDICOLA – MASERATI – MERAK 3000 SS COUPE 1972

IXO-MODELS – MASERATI – KHAMSIN 1972

EDICOLA – MASERATI – MERAK 1972

IXO-MODELS – MASERATI – INDY 1972

MINICHAMPS – MASERATI – BORA 1972

EDICOLA – MASERATI – BORA Gr.4 COUPE 1973

EDICOLA – MASERATI – KHAMSIN COUPE 1973

EDICOLA – MASERATI – BORA Gr.4 COUPE 1974

EDICOLA – MASERATI – KHAMSIN 1974

MINICHAMPS – MASERATI – MERAK 1974

EDICOLA – MASERATI – KHAMSIN 1974

Alezan – Maserati Merak SS 1975

MINICHAMPS – MASERATI – KHAMSIN 1977

IXO-MODELS – MASERATI – MERAK SS 1977

EDICOLA – MASERATI – MERAK 2000 GT COUPE 1977

MASERATI – QUATTROPORTE

EDICOLA – MASERATI – QUATTROPORTE I SERIE 1963

MINICHAMPS – MASERATI – QUATTROPORTE I SERIE 1963

WHITEBOX – MASERATI – QUATTROPORTE L 1964

BBR-MODELS – MASERATI – 4000 QUATTROPORTE 1965

BoS-MODELS – MASERATI – QUATTROPORTE II SERIES 1974

Alezan – Maserati Quattroporte V8 1979

EDICOLA – MASERATI – QUATTROPORTE 4.9 1983

KESS-MODEL – MASERATI – QUATTROPORTE 4.9 1983 – PRESIDENTIAL – PERTINI – TV SERIES

KESS-MODEL – MASERATI – QUATTROPORTE 4.9 1983

NEO SCALE MODELS – MASERATI – QUATTROPORTE 4.9 ROYALE III 1983

MINICHAMPS – MASERATI – QUATTROPORTE III ROYALE 1989

NEO SCALE MODELS – MASERATI – QUATTROPORTE IV 1994

ALEZAN – MASERATI – QUATTROPORTE V8 1997

EDICOLA – MASERATI – QUATTROPORTE 3.2 V8 EVOLUZIONE 1998

NEO SCALE MODELS – MASERATI – QUATTROPORTE V8 1998

EDICOLA – MASERATI – QUATTROPORTE 2003

MONDOMOTORS – MASERATI – QUATTROPORTE 2003

IXO-MODELS – MASERATI – QUATTROPORTE PRESIDENZIALE PERSONAL CAR CIAMPI 2003

IXO-MODELS – MASERATI – QUATTROPORTE EXECUTIVE GT 2006

BBR-MODELS – MASERATI – QUATTROPORTE SPORT GTS 2007

IXO-MODELS – MASERATI – QUATTROPORTE 2008

IXO-MODELS – MASERATI – MASERATI QUATTROPORTE 2008 ONTARIO PROVINCIAL POLICE

WHITEBOX – MASERATI – QUATTROPORTE GTS 2009

BBR-MODELS – MASERATI – QUATTROPORTE SPORT GTS 2009

MINICHAMPS – MASERATI – QUATTROPORTE S 2009

MINICHAMPS – MASERATI – QUATTROPORTE GTS 2009

MINICHAMPS – MASERATI – QUATTROPORTE 2009

GLM-MODELS – INTERCAR – QUATTROPORTE HEARSE 2010 – FUNERAL CAR – CARRO FUNEBRE

EDICOLA – MASERATI – QUATTROPORTE GTS 2013

BBR-MODELS – MASERATI – QUATTROPORTE 2013

BBR-MODELS – MASERATI – QUATTROPORTE E.ZEGNA 2013

MASERATI – GHIBLI

EDICOLA – MASERATI – GHIBLI 1967

SCHUCO – MASERATI – GHIBLI COUPE 1967

MINICHAMPS – MASERATI – GHIBLI COUPE 1969

MINICHAMPS – MASERATI – GHIBLI SPIDER 1969

EDICOLA – MASERATI – GHIBLI 2013

BBR-MODELS – MASERATI – GHIBLI 4-DOOR 2013

MASERATI – KYALAMI

EDICOLA – MASERATI – KYALAMI 1976

MINICHAMPS – MASERATI – KYALAMI 1982

MASERATI – BITURBO

EDICOLA – MASERATI – BITURBO 1982

WHITEBOX – MASERATI – BITURBO 1982

MINICHAMPS – MASERATI – BITURBO COUPE 1982

EDICOLA – MASERATI – BITURBO 1982

EDICOLA – MASERATI – BITURBO COUPE 1982

IXO-MODELS – MASERATI – BITURBO 1982

EDICOLA – MASERATI – BITURBO SPIDER 1985

IXO-MODELS – MASERATI – BITURBO SPIDER 1985

MINICHAMPS – MASERATI – BITURBO SPIDER 1986

EDICOLA – MASERATI – BITURBO 425 1989 – JAMES BOND 007 – LICENSE TO KILL – VENDETTA PRIVATA

ALEZAN MODELS – MASERATI SPYDER V6 1995

MASERATI – KARIF

EDICOLA – MASERATI – KARIF 1988

REPLICARS – MASERATI – KARIF 1988

MASERATI – SHAMAL

KESS-MODEL – MASERATI – SHAMAL 1988

WHITEBOX – MASERATI – SHAMAL 1989

MASERATI – 422 V6

ALEZAN – MASERATI – 422 V6 1989

ALEZAN – MASERATI – 422 24v. 1990

ALEZAN MODELS – MASERATI RACING . 1991

MASERATI – 3200

EDICOLA – MASERATI – 3200 GT COUPE 1998

BBR-MODELS – MASERATI – 3200 GT 1998

Maserati Coupe GT

BBR – 2002 Maserati Coupe GT

MASERATI – GT

EDICOLA – MASERATI – GT SPIDER 2001

MASERATI – COUPE CAMBIOCORSA

EDICOLA – MASERATI – COUPE CAMBIOCORSA 2002

IXO-MODELS – MASERATI – COUPE CAMBIOCORSA 2002 (90th ANNIVERSARY 1976 PRIMO VOLO DEL CONCORDE) CONCORDE

EDICOLA – MASERATI – CAMBIOCORSA COUPE 2002

EDICOLA – MASERATI – COUPE CAMBIOCORSA 2002

MASERATI – TROFEO

IXO – MASERATI TROFEO PRESENTATION

EDICOLA – MASERATI – TROFEO N 1 2002

EDICOLA – MASERATI – COUPE TROFEO 2003

EDICOLA – MASERATI – GRANSPORT TROFEO LIGHT N 30 24h DAYTONA 2004 LAZZARO – KELLENERS – BOBB

MASERATI – GRANSPORT COUPE

EDICOLA – MASERATI – GRANSPORT COUPE 2004

EDISON GIOCATTOLI – MASERATI – COUPE GRANSPORT 2004

MASERATI – GRANSPORT

IXO-MODELS – MASERATI – GRANSPORT 2004

MONDOMOTORS – MASERATI – GRANSPORT SPIDER 2004

BBR – MASERATI – GRANSPORT 2004

BBR – MASERATI GRANSPORT SPYDER STREET 2005

Maserati 4200 Spyder

BBR – 2001 Maserati 4200 Spyder

MASERATI – MC12

ABC Brianza – 2004 Maserati MC12 Test Handmade

IXO-MODELS – MASERATI – MC12 RACING TEST FIORANO 2004

IXO-MODELS – MASERATI – MC12 ESSEN MOTOR SHOW 2004

IXO-MODELS – MASERATI – MC12 2004

IXO-MODELS – MASERATI – MC12 SPIDER

Autobarn – 2004 Maserati MC12 Spyder

IXO-MODELS – MASERATI – MC12 PRESENTATION 2004

IXO-MODELS – MASERATI – MC12 V.C.

BBR-MODELS – MASERATI – MC12 CORSA CLIENTI 2006

BBR – MC12 CORSA EDO COMPETITION

MONDOMOTORS – MASERATI – MC12 2006

Maserati GT MC Victory

BBR GASOLINE – Maserati GT MC Victory Geneva Motor Show 2006

MASERATI – GRANTURISMO

BBR-MODELS – MASERATI – GRANTURISMO 2007

IXO-MODELS – MASERATI – GRANTURISMO 2007

MONDOMOTORS – MASERATI – GRANTURISMO 2007

HONGWELL – MASERATI – GRANTURISMO GT-S 2007 – WITHOUT BOX

EDICOLA – MASERATI – GRANTURISMO COUPE 2008

MINICHAMPS – MASERATI – GRANTURISMO 2008

MINICHAMPS – MASERATI – GRANTURISMO S 2008

BBR – MASERATI – GRANTURISMO S 2008

MASERATI – GRANTURISMO MC

WHITEBOX – MASERATI – GRANTURISMO MC STRADALE 2009

BBR-MODELS – MASERATI – MC GT4 PRESS PAUL RICARD 2009

MINICHAMPS – MASERATI – GRANTURISMO MC GT4 COUPE 2-DOOR 2010

EDICOLA – MASERATI – GRANTURISMO MC STRADALE 2013

BBR-MODELS – MASERATI – GRANTURISMO MC STRADALE 2014 – CENTENNIAL EDITION

EDICOLA – Maserati GranTurismo MC Stradale – 2012

MASERATI – GRANCABRIO MC SPIDER

BBR-MODELS – MASERATI – GRANCABRIO MC SPIDER 2014 – CENTENNIAL EDITION

MASERATI – GRANCABRIO SPIDER

MINICHAMPS – MASERATI – GRANCABRIO SPIDER OPEN 2010

WHITEBOX – MASERATI – GRANCABRIO SPORT SPIDER 2010

EDICOLA – MASERATI – GRANCABRIO SPORT SPIDER 2013

MASERATI – LEVANTE

BBR-MODELS – MASERATI – LEVANTE 2016

MASERATI COLLABORATION CITROEN

CITROEN – SM MASERATI

EDICOLA – CITROEN – SM MASERATI PRESIDENTIAL PRESIDENTIELLE

MINICHAMPS – CITROEN – SM MASERATI AMBASSADOR JEAN SAUVAGNARGUES

VEREM/SOLIDO – CITROEN – SM MASERATI 1970

MINICHAMPS – CITROEN – SM MASERATI 1970

WHITEBOX – CITROEN – SM MASERATI 1970

EDICOLA – CITROEN – SM MASERATI 1970

IXO-MODELS – CITROEN – SM MASERATI 1970

MATRIX SCALE MODELS – CITROEN – SM MASERATI OPERA BY CHAPRON 4-DOOR 1971

MATRIX SCALE MODELS – CITROEN – SM MASERATI ESPACE HEULIEZ 1971

NEO SCALE MODELS – CITROEN – SM MASERATI ESPACE 1971