Guide: Maserati 3500 GT / GTi Spyder
Background
The 3500 GT (Tipo 101) was born as a result of a realisation that Maserati finally had to get serious about building a production model that could be sold in the high hundreds or even thousands.
Prior to this, most of Maserati’s road cars had been based on sports racing platforms; they were highly individual, extremely labour intensive to manufacture and thus very expensive.
For the 3500 GT, Maserati boss Adolfo Orsi instructed chief engineer, Giulio Alfieri, to create a machine that could take advantage of the latest manufacturing techniques. To reflect this quest for efficiency, the 3500 GT would come with off-the-peg coachwork – customers would no longer order a rolling chassis that would be sent to their coachbuilder of choice.
In the same vein, Maserati incorporated several off-the-shelf components from specialist firms. Many of these parts were sourced from England to include Girling brakes, Alford & Alder suspension, 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.
Having considered design proposals for the 3500 GT Coupe from Touring and Allemano (both of which were displayed at the Geneva Motor Show in March 1957), it was Touring’s creation that got the go-ahead.
Production began in late 1957 and the first cars were delivered in early 1958.
Soon afterwards, Maserati turned their attention to an open top variant: the 3500 GT Spyder.
Initially, five prototypes were built between 1958 and ‘59, all of which were based on the same even-numbered chassis with 2600mm wheelbase as used by the 3500 GT Coupe.
The first of these Spyder prototypes was unveiled at the Turin Motor Show in November 1958. It was one of three straightforward Spyder conversions of the original Touring design on chassis numbers 010, 124 and 126.
In October 1959, another 3500 Spyder made its debut at the Paris Motor Show (chassis 268). This car was bodied by Frua who themselves wanted to secure the production contract. However, it too failed to convince the Maserati management.
The final long wheelbase Spyder (chassis 504) was displayed at the Turin Motor Show which opened on October 31st). This was a sportier, more muscular design by Vignale and subsequently got the nod for production.
For reasons of torsional rigidity, Maserati decided to base the production Spyder on a short wheelbase chassis. The first of these cars, chassis 505, was completed in early December of 1959.
Chassis
Like the 3500 GT Coupe, the Spyder chassis was a conventional welded tubular steel affair. For this open top application, the wheelbase was reduced by 100mm to 2500mm.
The shorter wheelbase and the need to incoporate a folding canvas roof necessitated the installation of a slightly smaller 75-litre fuel tank (down from 80-litres in the Coupe).
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.
Girling disc brakes were fitted up front with turbo-finned drums at the back.
16-inch diameter light alloy wheels were manufactured by Borrani. They measured 6.5-inches wide and normally came shod with Pirelli Cinturato tyres.
Engine / Gearbox
In the engine bay was a modified version of the power unit from the 350 S sports racing car.
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.
Compared to the 350 S, the lubrication system was switched from a dry to wet-sump arrangement. Displacement was 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
Although the 3500 GT Coupe and Spyder were designed at different studios, the two body styles bore more than a passing resemblance to one another.
Both cars were broadly similar in respect of their exposed headlights, rounded fenders, chrome plated grilles and full width bumpers. Fog lights were similarly mounted inboard of the indicators.
Uniquely, the Spyder featured muscular kick-up rear fenders, a more angular primary intake aperture, deeper sills and a slanted tail fascia.
It also came with a folding canvas roof that, when lowered, disappeared behind the rear seats to lay flush with the rear deck. A leather tonneau to match the rest of the upholstery was supplied.
Whereas Touring exclusively used aluminium for the Coupe, Vignale fashioned most of the Spyder’s body panels from steel in order to further increase rigidity. Only the hood and trunk were aluminium.
Interior
Inside, practically every aspect of the Spyder was redesigned.
Directly behind the three-spoke wheel with its fluted and polished aluminium spokes was a curved instrument binnacle that housed five dials set within a crackle black fascia. Located at either end were large read outs for road and engine speed. In between were smaller dials for water temperature, fuel and oil pressure. Four warning lights were also incorporated; the rest of the switchgear was located on a full width polished aluminium insert located above the knee roll. The dashboard was body coloured metal.
Electric windows and a radio were fitted as standard.
Leather was used to upholster the seats, transmission tunnel, door panels, rear sidewalls, gaiters and tonneau. The dash top was typically upholstered in black vinyl and the rest of the cockpit was carpeted.
Unlike the Coupe, the Spyder’s rear seats were little more than a pair of flat cushions. Space in the back of the car was greatly reduced as a consequence of the shorter wheelbase and roof installation.
Options
Because the Spyder automatically came so highly equipped, optional extras were limited.
Customers could specify a limited-slip differential, Borrani wire wheels and an elegant aluminium hard top that could either be painted to match the rest of the body or finished in a contrasting shade.
Weight / Performance
The Spyder weighed in 20kg heavier than the Coupe at 1440kg.
0-62mph took around 7.5 seconds and top speed was 135mph (5mph down on the Coupe).
Early Production Changes
The first half dozen-or-so Spyders were regarded as pre-production prototypes and featured an array of special details, particularly with regard to the hood, nose and windscreen height (which was subsequently made a little taller).
Thereafter, in the continual quest to increase torsional rigidity, Vignale made modifications to the floorpan, sills, A and B-pillars and trunk.
Bumper overriders were subsequently added to cars bound for certain markets (such as the USA).
3500 GTi / 5-speed gearbox
In early 1961, Maserati switched the 3500 GT from Weber carburettors to a fuel-injection system supplied by Lucas in England. The rest of the engine’s characteristics were carried over.
The horsepower rating went from 220bhp to 235bhp at an unchanged 5500rpm.
There was also a little more torque on tap further down the rev range: 260lb-ft at 4000rpm compared to 224lb-ft at 4500rpm for the carb-fed motor.
In addition, the fuel-injected engine benefited from reduced tickover and improved throttle response. It was also quieter and smoother.
Performance was further improved by the addition of a new five-speed ZF gearbox. Borg & Beck once again supplied the single dry-plate clutch and a limited-slip differential was now fitted as standard.
Top speed went from 135mph to 137mph. The 0-62mph time dropped from 7.5 to around 7 seconds.
Unlike the 3500 GTi Coupe which underwent a mild cosmetic makeover in the transition to fuel-injected trim, the Spyder’s body and interior remained unchanged.
Later Production Changes
In 1962, Maserati replaced the drum brake arrangement at the back of the 3500 GT with discs.
During 1963, two additional gauges (an ammeter and oil temperature read out) were added to the instrument binnacle underneath the three existing small dials. To make room, two of the original warning lights were relocated to the polished aluminium inlay above the knee roll.
End of Production
In total, 242 Maserati 3500 Spyders were made in GT and GTi trim between late 1959 and early 1964.
Of these, just five were right-hand drive.
53 customers specified the handsome aluminium hardtop.
Chassis numbers ranged from AM101*505 to 2779. All were odd numbered VINs with the exception of 504, 504/C (a special order car with substantial detail differences) and 678.
Maserati replaced the 3500 GT with the Mistral which made its debut at the Turin Motor Show in November 1963.
Text copyright: Supercar Nostalgia
Photo copyright: Maserati - https://maserati.com & Fantasy Junction - https://fantasyjunction.com/
