Guide: Maserati 3500 GT LWB
Background
Adolfo Orsi took over at Maserati in 1937 when the firm was in deep financial trouble. Orsi injected fresh capital and, after World War 2, the company resumed competition activities with both single seater and sports cars.
To help fund this expensive racing programme, Maserati would occasionally build road the odd road car by special request. Until the late 1950s, most of these were based on sports racing platforms; they were highly individual, extremely labour intensive to manufacture and very expensive.
To increase profits and satisfy demand for a luxurious Maserati Gran Turismo, Orsi instructed chief engineer, Giulio Alfieri, to design a new production model that could take advantage of the latest manufacturing techniques.
The Tipo 101 3500 GT was born.
Between 1957 and 1964, over 1600 were built in various configurations.
The 3500 GT began Maserati’s shift in earnest from racing team to road car manufacturer. By the time production ended, the firm had greatly reduced its competition programme. Thereafter, works participation in motor sport was fleeting.
For their new model, Maserati used several off-the-shelf components from specialist firms. Many of these parts were sourced from England to include Girling brakes, Alford & Alder suspension parts, a Salisbury rear axle and Borg & Beck clutch. The ZF gearbox was imported from Germany. Weber carburettors, Marelli ignition and Borrani wheels came from Italy.
Two versions of the 3500 GT were built: a long wheelbase Coupe and short wheelbase Spyder. Mid-way through production, Maserati switched to a cosmetically updated fuel-injected version called the 3500 GTI.
A traditional front-engined rear wheel drive layout was chosen. For added practicality, two small rear seats were fitted.
The 3500 went on to outsell its closest competitor (Ferrari’s 250 GT Coupe) by nearly three to one. Such was the Maserati’s success that, in 1960, Ferrari launched a direct rival: the four-seat 250 GTE.
Chassis
The 3500’s conventional welded tubular steel chassis had a 2600mm wheelbase.
Independent front suspension was via coil sprung double wishbones. At the rear was a rigid Salisbury axle with semi-elliptical leaf springs and a longitudinal torque arm. Hydraulic telescopic shock absorbers were fitted all round along with anti-roll bars at either end.
Brakes were hydraulically operated 12-inch turbo-finned Girling drums.
The 16-inch diameter light alloy wheels were manufactured by Borrani. They measured 6.5-inches wide and normally came shod with Pirelli Cinturato tyres.
An 80-litre fuel tank was located in the boot floor ahead of the spare wheel.
Engine / Gearbox
Giulio Alfieri opted to install a modified version of the sports racing 350 S engine in the 3500 GT.
A chain-driven dual overhead camshaft straight six of 3.5-litres, the block, head and ribbed sump were all manufactured in light alloy. Other features included hemispherical combustion chambers, domed pistons and a massive seven-bearing crankshaft.
The engine from the 350 S was switched from dry to wet-sump lubrication and fitted with various new ancillaries. It displaced 3485cc thanks to a bore and stroke of 86mm and 100mm respectively.
Compression was reduced from 9.8:1 to 8.2:1. The three twin-choke 45 DCO sidedraught carburettors of the race car were switched to a 42 DCOE type.
Ignition was via two Marelli distributors and twin spark plugs for each cylinder.
In this configuration, the engine produced an impressive 220bhp at 5500rpm and 224lb-ft at 4500rpm.
Transmission was via a four-speed all-synchromesh ZF gearbox, a Borg & Beck single dry-plate hydraulic clutch and Salisbury differential.
Bodywork
Series production 3500 GTs built on the 2600mm wheelbase chassis were bodied by Touring of Milan using their patented Superleggera manufacturing technique.
Translated as Superlight, this construction method comprised a structural framework of small diameter steel tubes that conformed to the body shape. This skeletal frame was then covered by an aluminium outer skin that resulted in a body that was both light and strong.
Perfectly proportioned and exquisitely detailed, the beautifully styled 3500 GT ranked among the most handsome motor cars of its era.
A traditional Maserati front grille was flanked by exposed headlights and inboard spot lamps. Full width bumpers were fitted at both ends.
Visibility was excellent thanks to slim pillars and big windows; the sloping rear windscreen came with distinctive panoramic glass.
Fresh air was fed to the radiator through the main grille and a discrete bonnet-mounted scoop. Stylised cooling vents were also located on the front fender behind each wheel.
Subtly finned rear fenders housed one-piece tail light clusters and the large boot lid was given a distinctive central lip.
Chrome was used for the window frames, bumpers, light bezels, badges, intake and vent shrouds, sill strips, handles, wing mirrors, exhaust tips and hub cabs. The top of each rear fender also had a chrome strip that ran almost the entire length of the wing.
Interior
Inside, the luxuriously equipped cockpit offered plenty of space for long-distance cruising.
Well-padded seats were upholstered in leather along with the gear gaiter, door panels and rear quarters to include the parcel shelf.
An attractively laid out dash housed an array of Jaeger instrumentation and was typically painted to match the body colour. Gauges for water temperature, fuel level and oil pressure were located between the primary speedometer and rev counter. An array of toggle switches and warning lights were scattered elsewhere.
The dash top was usually upholstered in black vinyl to match the distinctive grab handle that dominated the passenger side of the fascia.
Carpet was used to upholster the floor, sills and transmission tunnel.
The trunk was trimmed in quilted vinyl.
Electric windows, a radio and electric antenna were standard equipment.
Options
Buyers could optionally upgrade their cars with contrasting seat piping, a two-tone roof, lowered seats for extra headroom and extended leather surfaces.
Weight / Performance
With a kerb weight of 1420kg and 220bhp on tap, the 3500 GT was able to muster a top speed approaching 140mph.
0-62mph took around 7.5 seconds.
Prototypes
Two prototypes were unveiled on the Maserati stand at the Geneva Motor Show in March 1957.
The one by Touring (chassis 101, the only odd-numbered long wheelbase 3500 GT) was chosen for production.
The other prototype (a fussier design by Allemano on chassis 008), was rejected.
Production Begins
The first 3500s rolled out of Maserati’s Modena factory just before the end of 1957.
Deliveries began in early 1958.
LWB Spyder Prototypes
In addition to the Coupe, Maserati also planned to build a Spyder variant.
Between 1958 and 1959, five prototypes were built on the even-numbered 2600mm wheelbase chassis.
By contrast, production Spyders came with a shortened 2500mm wheelbase chassis and used an odd numbering system.
The first Spyder prototype on the long wheelbase chassis was unveiled at the Turin Motor Show in November 1958. It was one of three straightforward Spyder conversions of the original design executed by Touring on chassis numbers 010, 124 and 126.
In October 1959, another 3500 Spyder made its debut at the Paris Salon (chassis 268, depicted above). This car was bodied by Frua in an attempt to secure the production contract, but it failed to convince the Maserati management.
The final long wheelbase Spyder (504) was displayed at the Turin Motor Show a couple of weeks later. It was a sportier design executed by Vignale and got the nod for production.
Vignale also produced another Spyder prototype (one of several with special details), but this was unusually built on an even numbered short wheelbase chassis (678).
Production Changes
In 1959, front disc brakes were added to the options list along with a limited-slip differential and Borrani wire wheels.
Chassis number 456 (completed in mid 1959) was the last 3500 GT Coupe to be built on the ‘Colombo’ chassis. Thereafter, VINs skipped straight to 502 which was the first example to incorporate the new ‘Orsi’ chassis.
For 1960, front disc brakes and the limited-slip differential were made standard.
At the Geneva Motor Show in March 1960, Maserati displayed a prototype fuel-injected 3500 GT. After a considerable development programme, production of the new 3500 GTI got underway in early 1961.
This latest variant (covered separately) also featured a host of cosmetic updates in addition to its torquier, more powerful engine.
End of Production
GTI production started in earnest in the late 1800 VIN range. For a few weeks, there was some crossover between the carb-fed and fuel-injected versions while old bodies and engines were used up.
Maserati manufactured just over 900 of the original Touring-bodied 3500 GT Coupes with carburettors.
Special Bodies
In addition to the standard Touring version, several special bodied 3500 GTs were produced on the long wheelbase frame.
One of these (chassis 1502) was a four-headlight fastback manufactured by Touring. However, it was no match for the elegant original.
Allemano, once Maserati’s first choice coachbuilder, clothed two 3500s with Coupe bodywork (chassis 008 and 122). 008 was displayed alongside the prototype Touring example at the Geneva Motor Show in March 1957.
Allemano’s 3500 GTs followed broadly similar lines to the standard version, albeit with a reworked cockpit profile, full width front grille and wraparound overrider bumpers.
Allemano’s initial proposal featured a number of interesting details, perhaps most notably twin wipers for the rear windscreen. However, the overall design was a little heavy handed and generally not as well resolved as Touring’s effort.
In addition to a unique Spyder prototype, Frua also built four special 3500 Coupes, two of which used the original carb-fed engine plus two subsequent GTIs. The first two cars (chassis 1494 and 1496) had twin headlights per side mounted in a chrome shroud plus a slim pillared cabin. These features were subsequently copied by Vignale for the Maserati Sebring.
Bertone also tried their hand with a solitary 3500 (chassis 666). It was displayed at the Turin Motor Show in November 1959, but despite having recently created some exceptional custom bodywork on Ferraris, Bertone’s unique Maserati just wasn’t in the same league.
The last bespoke 3500 didn’t arrive until after production ended in 1966 when Moretti displayed an elegant Coupe at the Geneva Motor Show. Built on chassis 1858 (possibly after the original coachwork was damaged), it featured several trademark Moretti cues, most notably the full width front aperture that shrouded the headlights. It was one of the firm’s few projects not based on a small displacement platform.
Several other coachbuilders put forward proposals for custom 3500s that never actually got built, probably the most famous of which was Zagato.
Text copyright: Supercar Nostalgia
Photo copyright: Maserati - https://maserati.com
