1957 Maserati 300S
Rare 300S (#19 of 26 Produced) - Juan Fangio Driven & Multiple Race Winner
- Officine Alfieri Maserati (Factory Team Car)
-Ex-Scuderina Madunina Team Car
-4 first overall finishes by 5-time F1 World Championship race driver, Juan Manuel Fangio
-Actively and competitively raced from 1957 to 1972 having competed longer and in more races than any other 300S
-Massive spare parts package including an extra complete original 300S engine, s/n 3071, five-speed transaxle
-Numerous other period original components valued well in excess of one million dollars
-Complete, full documented history from new
1957 Maserati 300S “Long-Nose” Fantuzzi Spyder
Chassis Number 3069
Chassis Type Factory Race Team
Engine Number 3058
Cylinder Head Numero Interno 31
Engine Block Numero Interno 31
Engine Block Match Number 2
Transaxle Match Number 2
Completed December 20th, 1956
Certificate of Origin April 1957
Destination Officine Alfieri Maserati (Factory Team Car)
1st Owner Armando Zampiero, Venice, Italy (May 1957)
Maserati 300S Background:
As a result of the success of the A6 series of Sports Racing cars, Maserati decided to up the scales with a vehicle that would compete directly against the most current Sports Racing Ferraris. Using their 250F Grand Prix car as a starting point, a new 3.5-liter, 240-260bhp, twin-cam six was developed. An extremely clever, compact, rear-mounted transaxle was utilized as was a deDion rear axle assembly which dramatically reduced un-sprung weight on the rear wheels. Brakes were also developed from the 250F and as such were a marvel of ingenuity. They also sat far inboard of the wheels which greatly aided in their cooling.
Tooling up and production began over the Winter of 1954/55 with the first batch of three cars all being completed for Briggs S. Cunningham in February of 1955. The final examples and a batch of spare engines would be built in the Spring of 1958 and one very late, client car in the Spring of 1959 at which point Maserati was emerging once again from bankruptcy and receivership with their new Tipo 60 and Tipo 61 series of Birdcages just emerging.
Initial chassis production was done directly by Maserati but soon shifted over to Gilberto Columbo's GILCO firm who was also providing competed chassis for Ferrari and others. Coachwork was by Fantuzzi and initially appeared in a gentle, but curvaceous “short-nose” form, which by 1956 was found to be insufficient to deal with a car capable of reaching speeds of nearly 180 miles per hour. A new “long-nose” version was developed and most of the early “short-nose” versions were updated accordingly.
All things being equal, the 300S was vastly superior to the Ferraris of the day having better brakes, handling and overall top speed. Had the money not run out and a string of bad luck that plagued Maserati in the late 1950s, the 300S would have easily achieved even more success. Today they are remembered and coveted greatly for their overall beauty as well as incredible performance and absolute ease of use.
Maserati internal records identify a total of 34 individual serial numbers for their 300S series of vehicles but quite a few vehicles were renumbered and many of the serial numbers were for spare engines only and not completed cars. Of the 34 individual serial numbers, only 26 complete cars were actually built, 17 or 18 of these were built to client specifications and 8 or 9 to Works or Factory Team specifications. The main difference between the two focused on the type of frame and specifically to a double set of longtitudinal frame stiffening tubes and larger wall, round-outrigger frame rails for Factory Team cars and client cars having oval outrigger frames rails and only single lontitudinal stiffeners.
Today, 23, possibly 24 of the original 26 examples survive as intact, running and driving vehicles. Four of the 26 completed vehicles were renumbered by Maserati in period. This usually occurred as a result of the fitting of a different engine, repairs of a crashed car or a combination of both. Below is a table of the Maserati assigned serial numbers in numerical sequence with additional known details:
No Chassis Configuration Completion Date Notes Current Status Original Owner
1 3035 Client Car – 4spd December 30th, 1957 Originally 3074 renumbered to 3035 Still Survives Antonio Mendez de Barros
2 3051 Client Car – 4spd February 17th, 1955 Still Survives Briggs S. Cunningham
3 3052 Client Car – 4spd February 17th, 1955 Destroyed 1959 Briggs S. Cunningham
4 3053 Client Car – 4spd February 17th, 1955 Still Survives Briggs S. Cunningham
5 3054 Works Team – 4Spd March 4th, 1955 Still Survives Officine Alfieri Maserati
6 3055 Works Team – 4Spd August 14th, 1956 Still Survives Officine Alfieri Maserati
7 3056 Works Team – 4Spd June 20th, 1955 Renumbered to 3077 Still Survives Officine Alfieri Maserati
8 3057 Client Car – 4spd June 21st,1955 Still Survives Benoit Musy
9 3058 Client Car – 4spd October 11th, 1955 Still Survives Tony Parravano
10 3059 Works Team – 4Spd October 11th, 1955 Still Survives Officine Alfieri Maserati
11 3060 Client Car – 4spd October 31st, 1955 Still Survives Maserati Corp. of America
12 3061 Client Car – 4spd November 28th, 1955 Still Survives Barron Pottino
13 3062 Works Team – 4Spd August 14th, 1956 Still Survives Officine Alfieri Maserati
14 3063 Client Car – 4spd March 22, 1956 Still Survives Fracno Bordoni
15 3064 Client Car – 4spd March 28th, 1956 Destroyed 1956 Officine Alfieri Maserati
16 3065 Works Team – 4Spd April 4th, 1956 Still Survives Officine Alfieri Maserati
17 3066 Works Team – 4Spd April 9th, 1956 Renumbered to 3056 fitted with 5spd Still Survives Officine Alfieri Maserati
18 3067 Client Car – 4spd May 25th, 1956 Still Survives Fernando de Fronteira
19 3068 Client Car – 4spd July 23rd, 1956 Still Survives Officine Alfieri Maserati
20 3069 Works Team – 4Spd December 20th, 1956 Still Survives Officine Alfieri Maserati
21 3070 Client/Works? - 4spd February 23rd, 1957 Still Survives Primo Pezzoli
22 3071 Client Car – 4spd February 25th, 1957 Still Survives Officine Alfieri Maserati
23 3072 Works Team – 4Spd April 27th, 1957 Still Survives Officine Alfieri Maserati
24 3073 Client Car – 4spd August 11th, 1957 Still Survives Jess E. “Ebb” Rose
25 3074 (See 3035)
26 3075 Engine Only 1957
27 3076 Engine Only June 7th, 1957
28 3077 Engine Only January 16th, 1957
29 3078 Engine Only 1957
30 3079 Engine Only 1957
31 3080 Client Car – 4spd June 25th, 1958 Renumbered to 3083 fitted with 5spd Still Survives Officine Alfieri Maserati
32 3081 Engine Only 1957
33 3082 Client Car – 4spd March 16th, 1959 Still Survives Angolan Race Club (ARC)
34 3083 (See 3080)
Maserati 300S, Chassis No. 3069 Ownership History:
1956 Officine Alfieri Maserati Bologna, Italy
1957 Armando Zampiero Venice, Italy
1957 Marcello Giambertone Milan, Italy (Race Manager for Juan Manuel Fangio)
1957 Silva Severino-Gomez Brazil
1959 Antonio Versa Brazil
1961 Silva Severino-Gomez Brazil
1962 Edoardo Celidonio Brazil
1965 Antonio Carlos Avallone Brazil
1970 Domingos Papaleo Sao Paulo, Brazil
1973 Adolfo Cilento Netto Sao Paulo, Brazil
1978 Colin Crabbe UK
1980 Mark A. Tippetts London, UK
1983 John Pierson UK
1983 Chris Drake/Jim Tesper Herts, UK
1984 Aristides Embiricos UK/Greece
1986 Count Vittorio Zanon Milan, Italy
1988 Massimo Columbo Monte Carlo, Monaco
1990 Michel Seydoux Paris, France
1996 Lord Irvine Laidlaw UK
1998 William Binnie Portsmouth, New Hampshire
Maserati 300S, Chassis No. 3069 Known and Confirmed Race Results:
June 9th, 1957 Grand Prix of Portugal Race No. 11 1st OA Juan Manuel Fangio (Maserati Factory Entry)
December 1st, 1957 Grand Prix Sao Paolo (Race 1) Race No. 4 1st OA Juan Manuel Fangio (Scuderina Madunina)
December 1st, 1957 Grand Prix Sao Paolo (Race 2) Race No. 4 1st OA Juan Manuel Fangio (Scuderina Madunina)
December 8th, 1957 Grand Prix Rio de Janeiro Race No. 4 1st OA Juan Manuel Fangio (Scuderina Madunina)
March 13th, 1958 Circuito de Petrópolis Race No. ? 1st OA Henrique Casini
March 23rd, 1958 Premio Cronica Esportiva Race No. ? 2nd OA Henrique Casini
April 13th, 1958 Cirquito d Quinta d Boavista Race No. ? 7th OA Henrique Casini
June 22nd, 1958 Premio Cinq. Da Im. Japonesa Race No. ? 8th OA Henrique Casini
September 28th, 1958 Circuito da Barra da Tijuca Race No. 6 1st OA Henrique Casini
December 10th, 1958 Circuito da Barra da Tijuca Race No. 6 3rd OA Henrique Casini
May 31st, 1959 Interlagos Grand Prix Race 1 Race No. 6 DNF Herique Casini
May 31st, 1959 Interlagos Grand Prix Race 2 Race No. 6 DNF Herique Casini
September 9th 1959 500 kms of Interlagos Race No. 87 5th OA Antonio Versa
January 10th, 1960 Tri. Tournament Interlagos Race No. 3 8th OA Fernando Barreto
January 31st, 1960 1000 kms of Buenos Aires Race No. 16 DNF Fernando Barreto
April 23rd, 1960 Premio Juscelino Kubitshek Race No. 3 ? Fernando Barreto
June 12th, 1960 Award PAC Brazil Race No. 3 6th OA Fernando Barrero
September 7th, 1960 500 kms of Interlagos Race No. 3 10th OA Fernando Barrero
1960 24 Hours of Interlagos Race No ? 13th OA Antonio José Versa Alés & Lauro Bezerra
1960 Mil Milhas Brasleiras Race No 78 8th OA Antonio José Versa Alés & Eugenio Cardinallli
1961 24 Hours of Interlagos Race No 13 14th OA Antonio José Versa Alés & Arnaldo Pacini
May 14th, 1961 Cirquito de Piracicaba Race No 23 6th OA Antonio José Versa Alés
September 7th, 1961 500 kms of Interlagos Race No. 23 5th OA Antonio José Versa Alés
July 5th, 1964 Vittoria da Dem. Interlagos Race No. 15 2nd OA Edwardo Celidonio
September 27th, 1964 250 Milhas de Interlagos Race No. 15 10th OA Edwardo Celidonio
October 11th, 1964 Premio JFK/Interlagos Race No. 15 7th OA Edwardo Celidonio
1969 Grand Prix do Nordeste Race No ? ? Chico Landi / Antonio C.
1969 250 Milhas de Interlagos Race No. 28 2nd OA Augusto Lolli
March 8th, 1970 1500 KMS Interlagos Race No. 95 DNF Salvador Cianciaruso Neto / Domingos Papaleo
March 15th, 1970 Festival Brasileiro de Velocidade Race No. 95 13th OA Salvador Cianciaruso Neto
March 22nd, 1970 Premio Tufic Scaff/Interlagos Race No. 95 4th OA Salvador Cianciaruso Neto
June 14th, 1970 12 Hours Interlagos Race No. 95 DNF Salvador Cianciaruso Neto
July 5th, 1970 2 Hours Interlagos Race No. 95 4th OA Salvador Cianciaruso Neto
August 9th, 1970 250 Milhas de Interlagos Race No. 95 DNF Salvador Cianciaruso Neto
September 17th, 1970 500KMS Interlagos Race No. 95 18th OA Salvador Cianciaruso Neto
November 22nd, 1970 Mil Milhas Brasileiras Race No. 95 26th OA Salvador Cianciaruso Neto / Joao Odmur Costa
March 21st, 1971 12 Hours of Interlagos Race No. 95 DNF Salvador Cianciaruso Neto / Domingos Papaleo
July 4th, 1971 6 Hours of Interlagos Race No. 95 DNF Salvador Cianciaruso Neto
August 21st, 1971 250 Milhas de Interlagos Race No. 95 21st OA Salvador Cianciaruso Neto
September 7th, 1971 500KMS Interlagos Race No. 95 DNF Salvador Cianciaruso Neto / Domingos Papaleo
January 30th, 1971 Festival de RBA de Cumbica Race No. 95 7th OA Domingos Papaleo
Maserati 300S, Chassis No. 3069:
By sequential production, this particular 300S was the 19th of 26 completed examples. It was the last 300S built in 1956 for the Factory Race Team (Officine Alfieri Maserati) rather than a private client. Maserati assembly records state completion of the car took place on December 20th, 1956 a fact confirmed by Maserati historian, Richard Crump who was given access to all of the Maserati internal records in the 1970s. Maserati completed the car to the latest specification and Crump believed they did so with the intent of specifically racing it at Le Mans later that year. The chassis was the 2nd type which the Factory Team cars utilized. This consisted of thicker wall, round-outside frame rails on each side and a double set of longtitudinal stiffener tubes that were also round. The client cars utilized a frame that had outer frame rails that were oval in shape and only a single longtitudinal stiffener tube. The frame differences are easy to spot in the period photos of 3069 from the early 1980s after it was sold by Colin Crabbe which can also be seen in the current inspection photos of 3069 to this day.
According to Richard Crump, 3069 may have been fitted initially with an experimental fuel injection system which was tested by Maserati early in 1957. In any case, the car was at first retained by Maserati as a Factory Racer but appears not to have actually raced in any events for the first few months of 1957. Crump believed Maserati entered the car in April of 1957 in the 24 Hours of Le Mans and records indicate a car was entered but it did not show up for either the practice sessions or the actual race.
Sometime in the Spring of 1957, it was deemed surplus to the needs of the Factory as their main focus for 1957 was strictly on Grand Prix racing and the world championship. A certificate of origin was issued in April of 1957 and this 300S was then sold to Sig. Armando Zampiero of Venice, Italy one month later, in May of 1957.
Zampiero was a wealthy businessman and accomplished racer. In late 1955 he acquired a well prepared 300SL Gullwing and competed with it in numerous races including the Targa Florio, Mile Miglia, Nurburgring and many others with many notable results. Looking for something more competitive for both short and long-distance tracks, he acquired a Ferrari 750 Monza and this 300S. The 300S likely met his needs for a high-speed, long-distance racer as the car had apparently been prepared specifically for Le Mans. The 750 Monza was clearly more suited for shorter tracks that favored its design. He raced the Ferrari just twice, once in April of 1957 at the Targa Florio with an unknown finish and again, later in May at Monza where he finished 4th overall.
Zampiero appears to have never raced this 300S and likely never took physical delivery as it apparently remained idle at the Factory through the first part of 1957. At some point in 1957, Zampiero requested, Officine Alfieri Maserati to sell the car on his behalf. The car was then either loaned or borrowed for the June 9th, 1957 Grand Prix of Portugal race held at the 5.4 kilometer, Monsanto track where it was an official Officine Alfieri Maserati team entry. Driving duty was assigned to the legend himself, Juan Manuel Fangio, even though his Maserati contract for the 1957 season was only for Grand Prix racing and not Sports Cars. That issue was settled with the car being entered by Maserati as a team car and Fangio being listed as an entrant under his manger's team name, Giambertone's Scuderina Madunina.
More than 50,000 enthusiastic fans were on hand to watch the greatest drivers of the day and their race cars compete. Drivers included, Franco Cortese in a Ferrari Testa Rossa, Alessandro de Tomaso in an OSCA, Luigi Piotti, also in an OSCA, Carlos Menditéguy in another Maserati 300S, Francisco Godia-Sales in another 300S, Masten Gregory in a Ferrari Factory 860 Monza, Phil Hill in a Ferrari 750 Monza and many, many others. From the start, Fangio immediately charged ahead of Masten Gregory and Phil Hill's Ferraris. The other two 300Ss never gave any serious competition to Fangio in 300S, s/n 3069. Fangio's easy win saw Masten Gregory nearly a lap down with 3rd place going to the 300S of Carlos Menditéguy.
After the race, Fangio's Manager, Marcello Giambertone asked Maserati for a pair of 300S Maseratis to enter in the December Grand Prix of Sao Paolo and Grand Prix of Rio de Janeiro races. A deal was quickly struck and 3069 and sister car, 3062 were officially sold to Giambertone in October of 1957. Both were then prepared and then shipped to Brazil for the upcoming races.
Fangio finished out the 1957 Grand Prix season with back to back wins at the French and German F1 races in July and August. His incredible win coming from behind at the German Grand Prix sealed his fifth and final world championship race and what many consider to this day the greatest F1 race ever. With title in hand and the European race season over, Fangio returned to South America where he was once again paired with 300S, s/n 3069. This time he ran the car in the double series of races held at the Grand Prix of Sao Paulo, which was run as two separate races on the same day. These were held on the morning and afternoon of December 1st, 1957.
Fangio wrote later after the race that he was overwhelmed by the thousands that attended and cheered him on. He stated he was very concerned that he might lose in front of what was in effect his home crowd, despite racing in Brazil and not Argentina. He further wrote he would rather have lost the German Grand Prix than to lose the Sao Paolo and follow on race at Rio de Janeiro.
Despite his concerns, Fangio effortlessly outqualified all of the Ferraris, Porsches and other Maseratis in attendance and led from beginning to end in both races. One report commented more on the cars finishing behind Fangio as it was assumed from the beginning that short of a mechanical failure, he would be on the winners podium. He started again out front in the afternoon's race and again won easily leaving no doubt to anyone that he was rightfully a world championship driver without equal of any kind.
A week later, Fangio raced 3069 again, this time at the Grand Prix of Rio de Janeiro. This would be his fourth and final race in this particular 300S which consisted of a large field of various Ferraris and no few than three 300S Maseratis as well as several 200S and Si models. As in Sao Paolo, Fangio qualified first and led from beginning to end. He was as usual out front where he would stay from beginning to end at all times and short of a mechanical failure, it was always assumed he would win the race which he did easily.
After the race in Rio, Fangio's manager, Marcello Giambertone sold both of his 300S Maseratis for a tidy profit. Our subject vehicle, 3069 was purchased by wealthy Brazilian playboy Silva Severino-Gomez who had no intentions of racing the car but realized it would give him further increased stature and bragging rights of Fangio's four time overall winning car in his most famous championship year. Brazilian racer and mechanic, Camilo Christopharo many years later said that while Severino-Gomez was a blowhard, he was also a clever business man and despite paying more for the car than it cost new at Maserati, he profited quite well when he sold the car two years later in 1959. The car was sold to Antonio Versa who raced is repeatedly over the next several years in various Brazilian National events. In 1960, he removed the 3-liter Maserati engine and installed an American V8 and continued to race the car until selling it in 1962 to Edoardo Celidonio. Celidonio also raced the car in various reginal Brazilian races until he sold it in 1964 to fellow Brazilian, Antonio Carlos Avallone. Avallone likely participated in various races but the only know entry with him and 3069 was in 1969, when he was paired up with veteran racer, Chico Landi in the Grand Prix do Nordeste. Despite being nearly 14 years old, 3069 continued to race well into the 1970s with her next owner. Now wearing un-recognizable bodywork and still fitted with an American V8 engine, at the hand of new owner, Domingos Papaleo it was successfully raced for three seasons before finally being retired in 1972. 3069 was raced competitively for an astounding 15 years competing and not less than 26 races, a feat no other 300S would come close to! That such a machine survived such a long racing career is nothing short of a miracle!
Maserati 300S, Chassis No. 3069 Retirement and a new life:
In 1973, Brazilian, Adolfo Cilento Netto of Sao Paulo purchased 3069 along with an original 300S engine and various other spare parts gathered up by her previous owners. He removed the non-original coachwork and stored the car before agreeing on August 12th, 1978 to a sale to famed UK Sport Car hunter, Collin Crabbe. All of the original purchase details from this sale have been preserved with the car and they show that it traded hands for $13,700 US dollars, a very considerable sum given that the car consisted of a rolling chassis, wheels, tires, suspension, engine, bulkhead/firewall, footboxes and transaxle, as well as various other boxed up original and extra components. Interestingly, unlike most worn out race cars, no longer competitive or functional, 3069 never went down in value despite several sales in the 1970s. Each owner always played up the car's value as the “Ex-Fangio” multiple race winner a fact that Colin Crabbe used to great effect in his subsequent sales after getting the car to the UK.
The complete car minus coachwork was then shipped to the UK. Original period hand written notes and details recorded by Maserati historian and famed authors Richard Crump and Rob de la Rive Box in the late 1970s, early 1980s, document both the condition of the car and details of its rescue and rebirth. There are also numerous surviving photos taken both in Brazil prior to shipping to the UK and after arrival. These clearly show the Factory Team racing type frame with the outer “round” frame tubes and double longtitudianl frame tubes.
After arrival in the UK, Crabbe sold the car to Martin Lee who would often fund Crabbe's car search expeditions and purchases. A deal was struck two years later and the car sold to London enthusiast, Mark Tippetts via Crabbe for £10,000 ($15,400 at exchange rates at the time) Corrected today for inflation, this was approximately $39,000, an astounding some for a project car which again clearly reflected the car's importance and value being tied to directly to Fangio having raced the car so successfully.
Interest in the car and its value continued to rise and in 1983 Tippets sold the project and numerous spares to UK collector, John Peirson, he in turn sold the car quickly to Herts, UK restorer, Chris Drake who was acting on behalf of his client, James Tesper. Drake then began restoring the car with a new body and in December of 1983, he advertised the car “as-is, or fully restored with new coachwork.)
By early 1984, the car was now fully restored and sold by Drake to UK based, Greek collector, Aristides Embiricos. In May of 1984, Embiricos entered and drove the car on race number 189 in the Mille Miglia.
After the Mille Miglia, Embiricos returned the car to Drake who again offered it for sale. In 1986, the car caught the attention of famed Milan collector Count Vittorio Zanon. In May of 1988 Count Zanon entered and drove the car with his friend S. Tresoldi on race number 157 in the Mille Miglia. After the Mille Miglia, unhappy with Drake's UK body, Zannon had the car restored again with a new Italian body and before the work was completed, he sold the car to Massimo Columbo of Monte Carlo, Monaco. Sadly Columbo never was able to enjoy the car, passing away not long after his purchase. His widow then sold the car to Parisian collector, Michel Seydoux in 1990.
In 1996, Seydoux agreed to sell the car to UK racer and collector, Lord Irvine Laidlaw who improved the car dramatically as well as sorting and setting it up for historic racing. He successfully campaigned the car in several events, including the Coys Goodwood Festival of Speed and Oldtimers Grand Prix at the Nurburgring.
In 1999 the 3069's most sympathetic owner to date would enter the picture when the car was purchased by New Hampshire businessmen and gentleman racer, William Binnie. Binnie spared no expense on the car's restoration as well as correcting many deficiencies in the bodywork to bring it to a more correct appearance as delivered new. Mechanical work was overseen by the well-known specialist, Paul Lanzanete with cosmetic and further mechanical work being addressed by Pennsylvania restoration wizard, David George.
Binnie enthusiastically showed and raced 3069 including two outings in the Mille Miglia bringing the car's Mille Miglia appearance total to four. Here is a brief accounting of Binnie's adventures behind the wheel of 3069:
May 1999 Mille Miglia William Binnie/David George Race No 313
July 4th, 1999 Ferrari/Maserati Historic Challenge Nuerburgring William Binnie 40
April 2000 Spa Ferrari Days William Binnie 52
October 29th, 2000 Tutte le Ferrari at Mugello William Binnie 52
January 19th, 2001 Ferrari/Maserati Historic Challenge Moroso Park William Binnie 69
April 29th, 2001 Spa Ferrari Days William Binnie 50
May 2001 Mille Miglia William Binnie ?
August 9th, 2003 Ferrari/Maserati Historic Challenge Race 1Nuerburgring William Binnie 51
August 9th, 2003 Ferrari/Maserati Historic Challenge Race 2 Nuerburgring William Binnie 51
Binnie easily achieved numerous podium finishes and frequently won his class in ever race entered. He missed wining the Ferrari Historic World Championship overall victory by a single point. After 2003, business commitments and a very successful move to professional motor sport racing saw 3069 delegated to very limited use and it was only taken out occasionally for servicing and maintenance. In 2018, Binnie made the decision to sell 3069 but it would take more than a year to freshen the restoration and further correct some cosmetic defects.
During Binnie's 20 years of ownership, he managed to amass one of the largest and most important known collections of original 300S components in the world.
Maserati 300S, Chassis No. 3069 Accompanying Spare Parts
-Complete original 300S Engine with engine / chassis number 3071 stamped on both the block and cylinder head
-Complete set of three Weber 45 DCOE carburetors
-Complete original 300S Factory Race Team, 5-Speed transaxle
-Complete set of original, 300S Borrani Wire Wheels, (Front 5.00 x 16 and rear 5.50 x 16)
-Racing aluminum radiator and electric fan assembly
-Single seater windscreen kit with alloy passenger tonneau cover
-Spare plexiglass windscreen
-1 set of original 300S brake backing plates and complete drum assemblies.
-Five sets of front coil springs and one rear leaf spring assembly
-1 front anti-roll bar
-2 used sets of transaxle half shafts
-1 used outboard flange
-1 set of four rear axle components
-1 bellhousing and input shaft
-1 used high-torque Tilton Starter motor
-2 used FACET fuel Pumps
-Miscellaneous bearings, bushings, filters, brake master cylinder and sleeve cylinder
-1 original repaired magnesium engine dry sump pan
-1 set of door Plexiglas windows
Engine No 3058
Cylinder Head Number 31
Engine Block Number 31
It is important to note that the engine currently fitted to chassis 3069 has a very unique and special history all of its own. Chassis 3058 was completed as a client specification 300S on October 11th, 1956. It had been ordered by the notorious Italian-American Racing patron, Tony Parravano who had a stable of race cars without equal that he began amassing in the 1950s. The car had been ordered for use by his up and coming star driver, Masten Gregory. Gregory had short run of very successful races with this 300S before being hired away late in the season to race for Ferrari. Gregory's and his team mate, Jimmy Bryan's race record with 3058 is as follows:
December 3rd, 1955 Palm Springs Preliminary Race Race No. 207 2nd OA Masten Gregory
December 3rd, 1955 Palm Springs Main Race Race No. 207 1st OA Masten Gregory
December 11th, 1955 Nassau Tourist Trophy Race Race No 1 3rd OA Masten Gregory
January 15th, 1956 Torrey Pines Road Race Race No 185 1st OA Masten Gregory
March 4th, 1956 Willow Springs Formula Libre Race No 1 DNF Jimmy Bryan
March 4th, 1956 Willow Springs Main Race Race No 1 1st OA Jimmy Bryan
December 1956 Palms Springs Road Race Race No 1 1st OA Masten Gregory
Engine Block No 3071
Cylinder Head Number 3071
It is also important to note that the complete spare engine that accompanies chassis 3069 has a very unique and special history all of its own as well. Chassis 3071 was completed as a client 300S for the American Racing Patron, John Edgar but he did not get initial delivery of the car due to a disagreement with Maserati and Italian Customs over expenses and fees on the car. Despite being a client specification car, it may have been initially raced as a Factory Team car by Juan Manuel Fangio at the Cuban Grand Prix in 1957 which he handily won. There is some confusion on which car Fangio ran but many sources state it was 3071. In any case, for sure the car was an official Maserati Factory Entry one month later at the 12 Hours of Sebring where it was driven by Stirling Moss and Harry Schell to a brilliant 2nd OA having been narrowly beaten out by Fangio in a new Maserati 450S. After Sebring, 3071 was released to John Edgar who entrusted the car to Caroll Shelby who would race it sixteen times in just eight months! He finished 1st OA five time and was on the podium 10 times out of those sixteen races, an incredible feat and other than Shelby's win at Le Mans, clearly one of his best race season! Here is a complete listing of the races 3071 competed in:
February 24th, 1957 Cuban Grand Prix Race No 2 1st OA Juan Manuel Fangio
March 23rd, 1957 12 Hours of Sebring Race No 20 2nd OA Stirling Moss / Harry Schell
April 6th, 1957 Palm Springs Preliminary Race No 98 1st OA Caroll Shelby
April 7th, 1957 Palms Springs Main Race Race No 98 2nd OA Caroll Shelby
April 20th, 1957 Hawaii Preliminary Race Race No 98 3rd OA Caroll Shelby
April 21st, 1957 Hawaii Main Race Race No 98 3rd OA Caroll Shelby
May 19th, 1957 Cumberland AFB Race No 8 1st OA Caroll Shelby
May 26th, 1957 Cotati Race No 98 1st OA Caroll Shelby
June 2nd, 1957 Eagle Mountain Preliminary Race No 98 DNF Caroll Shelby
June 2nd, 1957 Eagle Mountain Main Race No 98 DNF Caroll Shelby
June 9th, 1957 Lime Rock Race No 8 1st OA Caroll Shelby
Jun 23rd, 1957 Elkhart Lake Race No 9 DNS Caroll Shelby
July 14th, 1957 Marlboro, Maryland Race No 98 DNF Caroll Shelby
September 8th, 1957 Road America, Elkhart Lake Race No 8 2nd OA Caroll Shelby
September 21st, 1957 Riverside Preliminary Race Race No 98 11th OA Bill Pollack
September 22nd, 1957 Riverside Main Race Race No 98 3rd OA Bill Pollack
November 9th, 1957 Laguna Seca Preliminary Race Race No 98 1st OA Caroll Shelby
November 10th, 1957 Laguna Seca Preliminary Race Race No 98 4th OA Caroll Shelby
March 27, 1960 Stockton Race No 18 4th / 5th ?OA Chuck Tannlund
April 14th, 1960 Stockton Race No 10 ? Ron Dykes
Maserati 300S, Chassis No. 3069 Summation:
Ownership of any 300S is never something easily achieved either when built new in the 1950s or now, nearly 65 years later! Because of a combination of their extreme beauty, competitive nature both when new and still to this day and complete ease of use, they are at the top of the wish list for many collectors. They rarely change hands and when they do, even compromised examples bring huge figures. The last know public sale two years ago for a very good 300S saw an asking price of 9M Euros.
3069 has one of the best and most carefully documented histories from new. It was a Factory Team specification example, one of just 8 or 9 so built. It was an official Maserati Team entrant for the 1957 Portuguese Grand Prix where it was driven by five-time Formula One champion, Juan Manuel Fangio to a 1st overall. Fangio would very quickly race the car another three times and again each time, he finished 1st overall! From that point on, each and every subsequent owner always bought, sold and raced this 300S knowing that it was the Ex-Fangio car and it was sold for a premium as such each and every time.
The spares collection that accompanies 3069 represents an unprecedented opportunity to acquire not just an extremely important and completely fresh 300S but a complete original period 300S engine with a unique and special history all its own. Just two 300S Maseratis were upgraded in period with a very rare, 5-speed transaxle and 3069's spares package includes one of these rare 5-speed transaxles.
Chassis 3069, currently with fitted engine 3058 and spare engine 3071 will give her next fortunate new owner three unique and special histories and bragging rights as such. All of this comes in a fully restored, completely sorted and fully documented 300S. This is an opportunity not to be missed by one so inclined to purchase such a vehicle.
Please contact me for additional assistance with inspections, test drives and help in arranging worldwide delivery.