Nov. 1959: An amazed Porsche driver investigates the first Birdcage in the U.S at Dothan—E.D.Martin’s chassis 2453. (Photo: William Oosthoek) » More Photos

A REORGANIZATION

The Time report sent shock waves through the economy of Northern Italy. Not only were Maserati's tool operations jeopardized by these rumors, but also the budding production line of the new 3500GT relied heavily on outsourced components, an interruption in the supply of which could result in shutdown. This risk forced Omar Orsi to respond immediately to the article.

In a press release he denied that any bank or creditor had requested the firm's bankruptcy, but he admitted that as of early April 1958, Maserati had entered Chapter 11 court protection while it organized outstanding payables and receivables. This voluntary "controlled administration" was expected to last no more than 12 months. Time-Life Corporation quickly settled a defamation lawsuit against Time, for $45,000 and a letter of apology in the magazine.

The first part of the reorganization focused on the creation of a separate company for machine tool operations, subsequently spun off to a Swiss firm. The rest of the company remained under control of the Orsis, who paid off all outstanding debt at the expense of a large part of their personal fortune. By the end of 1958, three months sooner than expected, Maserati was debt-free. They geared up to increase production of the popular 3500GT model, now the main source of income, from six or eight to 20 cars a month. In a relatively short period of time an ailing industrial conglomerate had turned itself into a profitable boutique car manufacturer.

The withdrawal from competition had obvious repercussions for Maserati's competition department, where early in 1958 headcount was reduced drastically. Most of the Formula 1 cars and sports racers were sold off. A small staff continued to maintain numerous customer cars but, without the subsidy from tool operations, active competition came to an end. Nevertheless, as long as customers were willing to underwrite the bills, the Orsis allowed the design and construction of new competition cars. In 1959 the firm found a ready market for its existing 4-cylinder, 2.5-liter engine, popular with private owners of Cooper and Lotus cars. The superior chassis technology of these British Formula 1 cars did not go unnoticed in Modena. Engine sales encouraged Ing. Giulio Alfieri, Maserati's chief engineer, to have another look at the potential market for 2.0-liter sports racers in Italy.

With the idea of designing a new production model for domestic consumption, he revived the older 2.0-liter, 4-cylinder DOHC engine as used in the 200SI model, never exactly a huge racing success. Soon, rumors about a Maserati racing comeback, if not as an entrant at least as a constructor, began to circulate, although expectations were never too high. In view of the well-publicized budget restrictions imposed by Orsi, the racing community expected a fairly conventional design, driven by what remained in the factory parts bins.

A TOTAL SURPRISE

Alfieri stunned everyone when his new sports racer was unveiled in May 1959 at the Modena Autodromo, where Stirling Moss was hired to test the unpainted car. Maserati called the front-engined model the Tipo 60, not referring to the upcoming racing year but based on the model number sequence used at the factory; the number 59 was issued in 1958 to the 5.7-liter V8 Tipo 59 engine used in the 450S and speedboats. The Tipo 60 looked completely different than what was expected from an Italian manufacturer in the late '50s. Instead of concentrating on the traditional elements of brute power and top speed with a sturdy chassis of heavy tubes to harness it all, Alfieri had followed the British approach in his design, emphasizing nimble handling and superior braking power. Although he would have preferred to incorporate an aircraft-type monocoque-based chassis like the D-Type Jaguar, Italy did not yet possess enough industrial expertise. The Tipo 60 chassis was designed instead as a space frame of 200 small-diameter-10, 12 and 15mm tubes, creating the ideal combination of featherweight and rigidity. In fact, at 35 kilos (77lb), the complex frame weighed five kilos less than that of the small Porsche RSK.

Alfieri envisioned his space frame concept in October 1958 and, after management approval, he soon went to work. The stress calculations for the new chassis were all done by hand. To promote stiffness, the prototype-chassis 2451-was built with the best and most expensive steel available. However, within the first few test laps by Moss various welding points of the chassis developed unexpected breakages. It was only then that Alfieri realized that cheap inferior steel with a higher tendency to flex would do a better job, with lowgrade steel tubes absorbing stress away from the welding points. Soon the 15mm stress points were replaced and all subsequent cars featured low-grade steel tubes.

The car did not visually excite journalists at the Autodromo. Missing the sensual lines of the 300S and 450S models of 1957, this car looked different. Some called it ugly. "Highly functional" was probably the best way to describe it, although over time its unorthodox lines grew on people. Mario Allegretti, a former employee, was responsible for shaping the alloy body. Its front section was very low, a result of the fact that the most conventional part of the car, the 2.0-liter engine, was mounted at a 45 degree angle to the right. A large hood bulge cleared two 45 DCO3 Webers, while 16-in. Borrani wheels dictated high front fenders. The entire nose section hinged at the front, allowing excellent access to the engine compartment. A wrap-around windshield blended in with the high rear section that ended abruptly with a Kamm tail. The Tipo 60 featured huge 14-in. disc brakes, the first-ever in a Maserati, manufactured in-house under license by Girling and providing outstanding braking power. Steering was rack-and-pinion, light and precise. The car's suspension was 250F-derived: independent up front, with a transverse leaf and de Dion tube in the back. Thanks to a new head design, the 2.0-liter engine had been boosted to 195hp. Spark came from two plugs per cylinder via a single distributor. A new differential, in unit with a 5-speed gearbox, completed the package.

The factory claimed a top speed of 270kph (169mph) for the Tipo 60. Weighing only 570 kilos (1257lb), it provided an amazing power/weight ratio. The new car impressed Moss, who suggested an additional test on a more demanding road course. He got his chance during practice for the June 1959 Nürburgring 1000km, where the Englishman declared the car a potential winner. Already scheduled to appear in the Rouen Grand Prix for Formula 2 cars in July, Moss persuaded the Orsis to enter the prototype for him in the supporting Coupe Delamere Deboutteville race for under-2-liter sports racers.