Trident

The Maserati 350S

by Joel Finn

The 350S is a little known model in the Maserati annals and, having recently acquired one of this type, chassis and engine number 3502, I made a determined effort to understand its history. The 350S story is very convoluted, to say the least, but I am writing tip the information gathered in hopes that some of your readers might be able to shed a little more light on the subject.

The 350-S origin began during the 1955-56 timeframe through two diverse paths that happened to merge. The first concerned the motor which was a derivative of the 3.5 litre engine being developed at that time for the 3500GT road car. The power plant was planned as a wet sump, 6 cylinder engine, featuring chain driven twin camshafts. It had 2 plugs per cylinder fired by a single distributor mounted on the cylinder block and driven off the right front crankshaft assembly.

In the 1955-56 period, the Maserati sports racing range consisted of the 4 cylinder 150-S displacing 1500cc, and its bigger brother, the 200S of 2000cc. The 6 cylinder cars were the 250S of 2500cc and the 300-S of 3000cc. Work was just starting on the V-8 450-S engine of 4500cc. Possibly as a way of enhancing the 300S, an effort was mounted to determine if the 3500GT engine, suitably modified and fitted to a 300S chassis, might be a logical model to insert in their racing lineup.

As an experiment, several engines were subsequently built up. The significant alterations to the 3500GT motor included a new sump and block assembly, more radical cams, larger valves and fitting three Weber twin throat 45DCO/3 carburettors in place of the 42 MM street configuration. The ignition system was changed to twin magnetos mounted on the rear of the cam drive assembly. In addition, a larger water pump was fitted, the location of the oil pump changed and competition rods and pistons installed. The net result was a similar engine, but only barely. At least two versions of this engine were constructed and both are illustrated in the Maserati Owners Handbook, authored by Hans Tanner and published by Floyd Clymer publications in 1960. The first version of the 350S engine is shown on page 85 and the later type on page 154. The second type elf motor was of full dry sump construction using a different cylinder block/sump assembly than the first engine. In addition, extra oil passages were fitted to the camshaft assemblies. The latter version of this engine was stated as being capable of producing 290 BHP at 5800 RPM, certainly a competitive figure for a 3.5 litre engine of the period. It is the second type of engine that is installed in my 350S. A Maserati factory dyno sheet with my car's papers indicates 325 BHP at 6200 RPM instead of the 290 BHP figure, so perhaps some other modifications were made that I'm not aware of accounting for the additional 35 horsepower.

As previously mentioned, the 450S engine was also being developed at this time. The original intention was to install this potent motor in a modified 300S chassis featuring a newly designed 5 speed transaxle of much more rugged construction than the existing 4 speed units utilized on the 250F/300S. In conjunction with this new transaxle several other changes to the 300S chassis were also implemented. The 250F/300S and the subsequently produced Birdcage transaxle was fitted behind the DeDion tube with vertical locating guildes mounted on the front of the housing. The transmission was physically located to the right of the differential in the transaxle casing. On the modified chassis, the transaxle was to the front of the differential, the DeDion tube ran to the rear of the assembly and was located by a guide on the chassis frame. Like the 300S, a transverse leaf rear spring and twin radius arms were utilized but of somewhat stronger construction. The front suspension was of the usual Maserati coil spring and double wishbone setup, as in the 300S, but is believed to have been made somewhat beefier. The brakes were also purported to be larger, but I am not certain if this was actually the case.

Two of these new chassis were completed in the spring of 1956, but the 450S engines were not yet ready to install in them. The decision was made to fit them with the two experimental 3.5 litre engines thus giving birth to the 350S series. The first car carried chassis, and engine number 3501 and was raced by Moss in the 1956 Mille Miglia, wherein he crashed, supposedly caused by poor steering and roadholding problems. This car was returned to the factory and the front end rebuilt with even stronger components, fitted with the first 450S engine for testing purposes and eventually scrapped in late 1956. The scrapping is, to a certain degree, conjecture on my part, but I was not able to find any Maserati records that would indicate the number 3501 was ever sold.

The second car, now mine, has chassis and engine number 3502 and was intended for Taruffi to use in the same Mille Miglia, but he elected to run with a 300S. After the Mille Miglia, number 3502 was sold to Luigi Piotti along with a 250F number 2519. Piotti is supposed to have raced number 3502 numerous times in 1956, but I haven't been able to determine how he fared. In the fall of 1956, the car was brought back to the factory and completely rebuilt to the latest 450S chassis specifications featuring much larger brakes and stronger front end assembly.

In general, the 350S was heavier than the 300S to a degree that the extra power could not overcome. The model was never developed to its full potential as Maserati concentrated most of their efforts on the 250F and 450S programs.

A third 350S was constructed in early 1957 having chassis and engine number 3503. This was a modified 300S chassis into which was installed a 3.5 litre V12 Grand Prix derived engine. It featured a new 5 speed transaxle of the old 250F/300S type which was subsequently used on all further 250Fs built and was carried over to the Birdcages. This car was driven by Hans Herman in the 1957 Mille Miglia but he is believed to have run over a large rock near the start, holing the sump and consequently did not get very far. It was repaired and turned up for practice at the 1000 kms of Nürburgring but evidently did not actually run in the race. It was sold to a private owner on September 5, 1957 and I have no further knowledge of what may of happened to it.

Late in the fall of 1956, Tony Parravano blew into Modena on one of his race car buying trips. For those of you not familiar with his name, he cut a wide swath through the American sports car racing scene in the mid-1950's as described in an article about him in the Sports Cars Illustrated issue of March, 1957. He was an Italian born immigrant to the US who made his fortune in the construction business in Southern California during the years following WWII. He evidently became interested in sports cars about 1951, beginning with an XK120 Jaguar on which he was reported to have expended some $20,000 in attempting to keep it competitive. Never a driver himself, his rapidly expanding stable gave numerous West Coast chauffeurs their first experience in big-time sports car racing. By the middle of 1956, his fleet consisted of 12 Ferraris including two 121 LM 6 cylinder 4.4 litre cars, a 4.9 litre 410 Sport and a 4 cylinder 625 Grand Prix. There were a number of Maseratis on hand including models of the 150S, 200S, 300S, and 250F. His purchases on this latest trip referenced included the 350S number 3502, a 250F number 2525 with which Stirling Moss had won the 1956 Italian Grand Prix and a 450S with three spare engines, two of which were 4.2 litre motors for possible Indianapolis use.

In 1957 disaster struck the Parravano construction empire as his firm went belly-up in a classical bankruptcy situation. The racing cars were supposedly owned in his name but it is clear that the creditors felt they had some right to them, as several were attached. Rumours indicate that at least three more were taken by employees as payment for past due wages or other debts. The remaining 17 were conveyed secretly to Mexico and hidden. They were sold in late 1957 to a Mexican enthusiast and brought to Mexico City. Included in the group was the 350S, which was evidently never raced while in Parravano's ownership.

In the course of the next 15 years, the Mexican owner disposed of most of the Parravano cars finally retaining only a 150S and the 350S. He attempted to race the 150S shortly after purchasing it but overrevving caused a bent valve, whereupon it was put away, never to be touched again. The 350S was fitted with turn signals, licensed for road use and driven sporadically ever after. It was superbly maintained both mechanically and physically over the years, being kept in the best of condition. One advantage in keeping it fit in Mexico City climate of no humidity that prevented steel rust and aluminium deterioration.

That some of the ex-Parravano cars were in Mexico was fairly common knowledge but with one thing and another, I never quite got around to actively pursuing them. I was approached several times in 1972 and 1973 with offers of various Mexican Parravano cars but the prices always bordered on the absurd. A California dealer called in the late fall of 1973 with a proposal to purchase the 150S, 300S and 350S cars for me from, I was led to believe, their single owner. While in the process of negotiating and finalizing the deal, Stan Nowak phoned advising me that he had just met the owner of a 300S from Mexico City who was visiting New York and had made an arrangement with him to purchase the car. It didn't take much deduction to figure out that this 300S and the one I was being offered were actually the same car. Obviously, my deal could not be consummated, as the California dealer quite clearly had been trying to assemble a package of cars belonging to various owners. As the current owner of the 300S had purchased it from the man who had still had the 150S and 350S and agreed to help in buying them. I bought off the California dealer and proceeded ahead on my own.

Unable to make the trip to Mexico City myself at that time, Stan agreed to go and settle the matter. He flew down on New Year's Day 1974, inspected the cars and purchased all three along with an OSCA. Eight agonizing months followed of various travails before the cars were trucked from Mexico City north to Brownsville, Texas, cleared customs and then brought up to me in Ridgefield, Conn.

My first view of the 350S was on arrival in Ridgefield and it was shocking to say the least. After having been trailered in open rigss for 4,000 miles plus being stored outside at Brownsville for several weeks, it was indescribably filthy with caked on oil, mud and all manner of grime of undetermined origin. It was given a thorough washing down with the most powerful soap I could find, which didn't help matters all that much. The next step was to pull out the power buffer and with the use of copious amounts of polishing compound, the grime was removed completely. The effort was worth it, as underneath all the crud was a very nice red paint finish. The wheels and frame were also scrubbed and the interior got some much needed attention as did the engine room. The further cleaning progressed, the more impressed I became with the general condition of the 350S. Everything original, nothing broken, obviously never taken apart or bruised in any way.

The plugs were changed, gasoline added, the oil level checked and the battery charged preparatory to firing up the engine. Starting proved to be a simple task with the engine showing good throttle response accompanied by a healthy exhaust bellow. A short spin around the block was taken to check the operation of the clutch, transmission, suspension, brakes, etc., all of which appeared to be in fine order, before it was put away for the day.

The only difference between my car and other 450S machines that I've inspected seems to be that the steering shaft doesn't have quite as many bends to it as it clears the engine more easily. The instruments are slightly different than those on a normal 450S, having several extras added to the usual tachometer, oil pressure and water temperature gauges. These are gasoline pressure and oil pressure gauges. The gasoline gauge was very likely from an older model as it is white face with black lettering and Trident.

I haven't yet had the 350S on the track as the old Goodyears fitted are a bit hard but as soon as my fresh new racing Dunlops are fitted, out it shall go. At this writing, the plan is to get it prepared for the Watkin's Glen Vintage race.

I'm very pleased with the 350S regarding it as an outstanding machine and certainly the most original example of a big 1950's sports racing car in existence today.

Maserati 350S Brief Specifications:

Wheelbase 240Omm - 95 inches
Front tread 1330mm - 52 inches
Rear tread 1330mm - 52 inches
Weight-dry 760kg - 1670 pounds
Weight-wet 870kg - 1935 pounds
Oil capacity 20 litres - 5 gallons
Fuel capacity 170 litres - 42 gallons
Shock absorbers Houdaille
Brakes 2 leading shoe/ twin master cylinder
Fuel pump Electric, 3 in series
Engine 6 cylinder, 2 plugs per cylinder
Ignition Twin Magnetos
Bore/ Stroke 86mm x l00mm
Total capacity 3485cc
Compression ratio 9 to 1
Output 325 BHP at 6200 RPM
Carburettion 3 Weber 45 DCO/3
Wheels Borrani 5ins. front - 5ins. rear
Tyres 6:0OXI6 front - 7:0OXI6 rear

The Tipo 450S Maserati

by Richard Crump

The present owner of the Costin designed Le Mans Maserati coupe has come forward, and some additional notes on this car have been gathered from James Rogers. There is no chassis number for this example nor according to the original owner Byron Staver has there ever been a chassis plate which even hints at a number. It was Staver who commissioned Sig Fantuzzi (was he the 250F body builder?) to stretch the chassis and carry out other modifications. The engine is number 4512 and remains a 4.2-litre version. The coupe at present is with Holman & Moody in North Carolina where it is being restored to as-new condition, with the exception of colour which is to be red instead of the original black. Tests have been conducted on the engine internals where it has been revealed that incompatible materials have been the cause of previous engine maladies. To be more specific the owner says the metals used in making valve guides and seats has been incorrect, and when hot have been working against each other. The coupe should be completed within the next three months. The owner is of the same opinion as DSJ (Trident number 5) and supposes that his car is chassis number 4501.

A note from Simeon Shortman says the restoration of number 4504 should be under way by November, so maybe he has got together with Joel Finn who has the appropriate engine. This 450S was purchased from Mr Ron Swartz of New Hampshire, and Shortman has been in correspondence with Hans Tanner concerning its history. DSJ suggests that 4504 was the first new car to be sent to Tony Parravano, but Tanner has other ideas. He says that the Parravano 450S Maseratis had their exhaust systems passing beneath the body and emerging at the rear in four pipes, whereas the coachwork on 4504 has outlets for side exhausts emerging under the doors. Tanner also says that this car was certainly a factory works car, and Joel Finn thinks the first owner was a Mr Finer from California.

A visit from Barry Horne of Houston in mid-September led to our discussing the Jim Hall 450S of which Horne has personal notes. He says this engine is of 5.7 litres and must be the car referred to by Capt Stevens (Trident number 6) which was driven at Riverside in October 1960. This car is chassis number 4508 at present fitted with a 570S engine, number 4511. A letter from Pete Coltrin in Modena gives some further details about this ex-Hall Maserati. Around September time Pete had Alf Francis staying with him and they discussed at some length this car, which was one of the first restorations undertaken by Francis when he joined Classic Motors of Oklahoma three years ago. The car arrived in a basket and after some considerable time the project was completed and a superb 450S came alive. According to Pete the car is owned by two enthusiasts living in Oklahoma-Breene Kerr and Bill Howell.

Another 450S is thought to be in the Henry Ford Museum, Dearborn, Michigan. Pete is of the opinion that this 450S came from the estate of the late Carl Bross (as did Anthony Bamford's 250F Maserati 2525), and was donated by him to the museum. Apparently the American automobile press at the time nicknamed the Fangio 450S used at Sebring - "Bazooka". This came about because of the exposed silencers outside the body, and the noise!

RICHARD CRUMP

This article first appeared in the Winter 1974/75 issue of Trident

Maserati enthusiasts and collectors who may be interested in acquiring back issues of this highly collectable magazine may do so by contacting Adam Painter of the Maserati Club at

adamkpainter@uk2.net

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