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The Maserati 450S - A History
by Joel E Finn
As a long-time 450S enthusiast and owner, I have, over the years, accumulated an extensive file of notes, articles, race reports, photos and other reference material covering all ten of the vehicles built in the series. Out of that conglomeration has come the idea for this article on the history of each 450S car in reasonable detail.
In as much as some fiddling with serial numbers by the factory is suspected to have taken place, not all the history can be fully documented, but the notes assembled and presented here are, hopefully, fairly accurate. This is not to imply that the data is "cast in concrete" and comments will be most welcomed.
Credit must be given to Dennis Jenkinson for his assistance in trying to unravel the chassis numbers of the cars actually run at some of the major 1957 events.
It must also be noted that more detail exists on these cars than is presented here, and it can be made available to interested owners if they require it.
Chassis 4501
This machine, first or the 450S series, started life as a 350S, No 3501, which was essentially a beefed up 300S chassis intended to take the then being developed V8 engine and newly designed transaxle. As engine development had lagged, a 3½ litre 6 cylinder engine was fitted. In this configuration it was the Moss/Jenkinson mount for the 1956 Mille Miglia, but did not distinguish itself due to poor handling and inadequate brakes. A photo of this car may be seen on page 81 of Hans Tanner's Maserati Owners Handbook.
After the Mille Miglia, the chassis was extensively revised and the first 450S engine No 4501 fitted to it, with the chassis being renumbered to 4501. In its new guise the car showed up for practice at the 1956 Swedish 1000 Kilometer race, but exhibited a variety of major maladies not curable for the event, so it was withdrawn.
During the fall of 1956 while 4502 was being constructed, the engine and running gear were removed from 4501 and fitted to an entirely new and beefier chassis still retaining the 4501 number that saw extensive service as the 450S test mule. The original chassis was discarded.
It first appeared in competition at the Argentine event held on 30th January, 1957, driven by Fangio/Moss and carrying entry number 2. They dominated the race, building up a lead of several minutes over the first two thirds of the event. On the 58th of 98 laps, Fangio lost control and clouted some hay bales, damaging the steering and causing the DeDion tube to fracture. No finish, but a promising start.
In the spring of 1957, the roadster body was removed and the Costin designed coupe was constructed by Zagato on that chassis and the overdrive unit fitted. It was completed on 15th June, 1957, and after the Le Mans failure of 22nd and 23rd June, the body and frame assembly were removed and consigned to the scrap heap.
In the fall of 1958 Byron Staver of Minneapolis, Minnesota, was visiting Modena, saw the derelict coupe body, and commissioned Maserati to rebuild and streetify the car for him. A complete new drive line and suspension were installed with the engine carrying number 4512. The body dimensions were modified and the interior was totally reorganized.
In its new guise it came to the US and was acquired circa 1961 by Harry Heinl of Toledo, Ohio, who undertook an engine rebuild and repaint and in turn sold it a few years later to a Charles Kilgore of New York. He lunched the engine in 1965 while being chased by the New York City police up 5th Avenue late one night in the company of several "lady" friends.
The car was given to Bob Grossman of Nyack, NY, to sell and he disposed of it to Bob Morgan of Ridgewood, NJ, who repaired the motor. He sold it to Walter Weimer of Washington, Pa, who several years later unloaded it to Pete Sherman in Florida.
The present owner, Jim Rogers of Memphis, Tennessee, bought it three years ago and the car is now at the Holman and Moody shop in Charlotte, North Carolina, receiving a total restoration.
Chassis 4502
This vehicle, the first "real" 450S produced, was completed on 29th October, 1956, to the order of Tony Parravano, the California plumbing contractor who owned and raced an enormous stable of Ferraris and Maseratis in the mid-1950's. Purchased at the same time were a 250F No 2525 and a 350S No 3502, both now owned by the author. Purchased with 4502 were two spare 4.2 litre V8 engines, numbered 4201 and 4202, for installation in the 250F for competition at the 1957 Indianapolis race. Fortunately, this did not take place, as Parravano went bankrupt before the butchery could be commenced.
The 450S is believed never to have been raced during Parravano ownership and was sold in late 1957 to Ray Martinez, also of California, who, on occasion entered it in West Coast races with Billy Krause as his primary driver.
After its racing days were over, 4502 found its way east, eventually becoming the property of Bill Grimiscin, York, Pa, who undertook a complete restoration, all very proper, excepting wide rear wheels and a fancy exhaust system. He sold the car in 1967 to M H "Tiny" Gould, Kingston, Pa, from whom the author purchased it in early 1968. After various adventures it was re-sold in 1970 to Cameron Millar and exported to England. As this is being written the car is once again for sale.
The Parravano spare engines went to Frank Arciero of Los Angeles, and now belong to member Bob Sutherland.
Chassis 4503
Completed on 18th December, 1956, and one of the mainstays of the Maserati racing effort in 1957. It also has a very difficult to deduce history, as some number switching may have occurred.
At Sebring on 23rd March, 1957, No 4503 was entered as No 19 and breezed to victory with Fangio and Behra taking turns over the 12 hours.
Behra crashed 4503 in practice for the 1957 Mille Miglia held that year on llth and 12th May. Though 4503 had been entered for the Nürburgring event to be contested on 26th May, 1957, it could not be repaired in time, so 4504 was evidently "borrowed" and ran in that race with 4503's number.
As 4503 was also entered for Le Mans on 22nd and 23rd June and still not repaired, 4505 was "borrowed" and took its place for the event. As the car ran as "4503" I will include its performance at Le Mans with that number's history. It was driven by Behra and Andre Simon and moved into the lead by the end of the first hour. Late in the second hour with Simon piloting and enjoying a comfortable lead, the transaxle failed and ended a fine run.
The next actual appearance for the rebuilt 4503 was at the Swedish 1000 Kilometer race held 11th August, 1957. Entered as No 8 it was initially driven by Moss/Schell, though Moss switched to help out Behra on the other competing 450S. With Schell at the wheel 4503 was running strongly until a half shaft broke putting him out of the race.
The last event for the season was the infamous Caracas race held on 3rd November, 1957, where 4503 ran as car No 4 driven by Moss. There, while in the lead on the 33rd lap, he collided with an AC Bristol, demolishing both cars.
The wrecked car was brought back to Modena, rebuilt, and sold to a South American customer via Fangio in 1958, and several reports in recent years indicate that it is still there. There is some possibility that it may have been renumbered by the factory during the rebuild.
Chassis 4504
This chassis is shown as having a completion date of 22nd May, 1957, and was built to the order of Jim Kimberley of Chicago, the head of the Kimberley-Clark paper company. Kimberley was a former president of the SCCA and raced many big displacement Ferraris and Maseratis for almost the entire 1950's decade.
As 4503 was entered but unable to compete at the Nürburgring event on 26th May, 1957, Kimberley's car is believed to have been "borrowed" for the race, running on 4503's papers. Entered as car No 2, it was driven by Schell/Hermann in the early going and taken over by Moss/Fangio when their car broke down. It, however, did not last very much further, dropping out on the 20th lap when the fuel tank became loose.
During Kimberley's ownership, 4504 was not used extensively. After Kimberley disposed of it, the car is known to have migrated to Florida along with several spare motors, in pieces, that may have been acquired at a later date. The original engine was removed and rebuilt for installation in a hydroplane, but such action never took place as the owner died before the task was completed.
The chassis was fitted with a 427C1 Ford engine sometime in the mid 1960's and then more recently acquired by member Simeon Shortman in that configuration. The entire rear of the body is missing so he has quite a restoration project ahead of him.
The original engine now belongs to the author. The other engines were acquired by Dick Merritt in 1972 and sold by him to John Fellowes. Shortman has recently purchased one of the spare engines with 4502 so is now in a good position to move ahead with the restoration of 4504.
Chassis 4505
Completed 8th May, 1957, for Moss/Jenkinson to run in that year's Mille Miglia held on 11th and 12th May. This car was fitted with a super trick high speed overdrive engaged by a separate shift lever sticking out from the firewall. All the trickery was for naught, as the brake pedal broke off at the root less than 10 miles from the Brescia start.
The car was next run at the Nürburgring on 26th May, 1957, driven by Moss/Fangio and carried No 1. lt went out on the 10th lap with Moss driving when a half shaft broke and a wheel came off, causing a wild spin, but no damage to either car or driver.
As described previously in the notes on 4503 at Le Mans, 4505 may have run with its number. It's very difficult to determine as 4503, 4504, 4505 and 4506 have virtually identical bodies with the lipped radiator opening.
Later that year 4505 was purchased by Temple Buell Jr. of Denver, with the motor opened up to 5.7 litres. This deal is alleged to have been made at the same time he brought 4508, which would place the time of the transaction as early October. Evidently the motor modifications and testing took longer than expected and 4505 was not ready until early 1958.
It was decided to use 4505 as a factory entry in the February 1958 Cuban Grand Prix with Fangio as the driver. Fangio was kidnapped and Trintignant took his place, but in the aborted race his finishing spot was not clear.
Buell sold 4505 to Jint Hall, Midland, Texas, who raced it several times before disposing of it in the Fall of 1958 to John Edgar who already owned 4506.
Shelby drove the 450S as No 78 at Palm Springs on Ist and 2nd November, 1958, winning the feature event. He also ran it at Nassau on 7th December, 1958, in the Nassau Trophy Race. He was doing well until the car came in for a routine pit stop and could not be restarted.
As far as can be determined this was the last major race for 4505 and it seems to have drifted since into obscurity. I have seen in recent years what is purported to be the remains of 4505, but cannot honestly state that it is indeed that machine.
Chassis 4506
Completed on 18th June, 1957, to the order of John Edgar, Encino, California, and possibly "borrowed" as the Behra/Simon mount (4503) at Le Mans. It was very successfully campaigned in the US usually driven by Carroll Shelby and among his successes were wins at Virginia International Raceway on 3rd August, 1957; Palm Springs on 3rd November, 1957; and Riverside on 17th November, 1957.
He finished second in the 1957 Nassau Trophy race and third in the aborted 1958 Cuban Grand Prix. After the Cuban event it was mostly downhill for 4506, The original engine was blown and a Pontiac motor temporarily fitted until the Maserati powerplant could be rebuilt and re-installed. It was returned from Modena as a 5.7 litre unit but was never really successful again. The 5.7 litre motor was blown up in 1959, the car was retired from competition sold "as is" in Southern California. The engine was removed and the chassis drifted to Texas and thence back to San Jose, California, circa 1966.
It was purchased by the author several years ago and is presently being restored. Some parts of the 5.7 litre engine were obtained separately and they are being married to the original motor fitted to chassis 4504.
When 4506 first came to the US several motoring magazines mentioned that it was Behra's mount in both the 1957 Mille Miglia and Le Mans races. I doubt the former, but the latter might possibly be true.
Chassis 4507
Completed on 30th July, 1957, in time for the Swedish 1000 Kilometer race run on Ilth August, 1957, where it ran as car No 7 driven by Behra/Moss. It is reasonably certain that, for this race, it was wearing 4501's identification plates to ease the customs problem. It was driven to a strong victory covering the 588 miles at an average speed of 97.88 mph.
It was next taken to Caracas on 3rd November, 1957, and entered as car No 2 for Schell and Behra to pilot, with Moss switching to help out after his mount was wrecked. They were bedevilled with numerous problems, including a fire in the pits, but the final blow took place as Schell was overtaking Bonnier's 3 litre Maserati on the main straight. Bonnier had a front wheel break off, causing him to collide with Schell, who lost control and crashed into a wall. The car caught fire and was completely destroyed, Schell receiving only minor injuries. |
Chassis 4508
Delivered on 3rd October, 1957, for Temple Buell Jr. of Denver and painted blue and white to his specification. This car has always been known as a 4.7 litre and is believed to have been fitted with 96 mm pistons, and liners as used on the 4 cylinder 250S. It also had the auxilliary overdrive unit.
The car was shipped directly to Caracas and entered in support of the works effort. There on 3rd November, 1957, it was driven by Masten Gregory as car No 10, but on only the second lap he lost control in a fast corner, hit the sand bag barriers, and flipped over. Though he was pinned under the car, his injuries were minor, thanks to the roll bar specially fitted.
The car's injuries were also minor and it was quickly put right. Gregory drove it again just two weeks later at Riverside on 17th November, 1957, doing very well until transaxle failure put him out.
At the 1957 Nassau Speed Week, both Gregory and 4508 saw a great deal of action. On Ist December he won the 102 mile Nassau Tourist Trophy race by a large margin over Richie Ginther in the John Edgar 4.9 Ferrari. The next event he competed in was the 15 lap Governors Trophy event where he finished second behind Phil Hill's 4.1 Ferrari that had won the Caracas race. Third in this race was Shelby in 4506.
On 9th December, at the week's major event, the 252 mile Nassau Trophy race, Gregory suffered a broken transaxle on the 14th lap while in the lead.
At Havana on 24th February, 1958, Gregory won a disputed first place at the event when it was halted after six laps. Jim Hall bought the car in 1959 and rebuilt it completely, then ran it in several major events before disposing of it.
The car stayed in the Southwest after its racing days were over and it was purchased by Breene Kerr of Oklahoma City, Oklahoma, in 1970. He engaged Alf Francis to completely restore 4508 and it now resides at the Kerr museum in Oklahoma City.
Chassis 4509
Delivered on 28th January, 1958, for Carroll Shelby Sports Cars of Dallas, who sold it to JH "Eb" Rose, Houston. This car and 4510 were delivered at the same time and featured a stronger front frame assembly somewhat different than all previous cars.
Rose drove the car in a number of Southwest races in 1958 winning feature events at Hammond, Louisiana, in July and November, and at Eagle Mountain, Texas, in October.
During the winter of 1958-59 the 450S engine was removed and a Chevrolet motor installed in its place. Its first race in this form was at Eagle Mountain on 14th and 15th February, 1959, where Rose won a qualifying race but was out with a broken driveshaft while running second in the feature event.
Not a great deal is known of 4509's subsequent racing history, but it stayed in the Southwest for many years until purchased by Colin Crabbe, and sold to John Fellowes who is currently restoring it.
Chassis 4510
The vehicle was shipped on 28th January, 1958, for Carroll Shelby Sports Cars of Dallas to the order of J. Frank Harrison, Chattanooga, Tennessee.
Before delivery, Jim Hall, a principal in Carroll Shelby's operation, is believed to have raced 4510 at least twice in early 1958 at Kansas and Alabama events.
Harrison campaigned 4510 extensively throughout the Southeast in 1958 and 1959 with Walt Cline, Carroll Shelby and others as drivers. A number of minor successes were scored, but most of the circuits were not suitable for large cars such as the 450S. Cline's main adversary that season was E D Martin's Ferrari V12 Testa Rossa and the two had several exciting scraps.
The car was taken to Nassau in December 1958 with Ed Crawford as the driver, but it did not particularly distinguish itself.
Not much appears to be known about 4510's later history in the US, but at some stage it acquired a Corvette transmission mated to a Chevy differential with the haltshafts fitted into the original Maserati stub ends.
It was purchased by Carl Bross of Detroit in the mid-60's who donated the car to the Larz Anderson Museum in Brookline, Mass. They sold the car to Colin Crabbe in the spring of 1971 who imported it to England and sold it to John Fellowes. He cleaned up the car and with several rebuilds along the way has raced it the last three years in J.C.B. and Continental events.
|
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| 450S Championship Event Participation |
|
Event |
Date |
Chassis # |
Notes |
|
Sweden |
1956 |
3501/4501 |
Practice only |
|
Argentina |
20/01/1957 |
4501 |
DNF - accident |
|
Sebring |
23/03/1957 |
4503 |
Victor |
|
Mille Miglia |
11/05/1957 |
4503 |
Practice crash |
|
Mille Miglia |
12/05/1957 |
4505 |
DNF - broken brake pedal |
|
Nürburgring |
26/05/1957 |
4504 (ran as 4503) |
DNF - fuel tank |
| Nürburgring |
26/05/1957 |
4505 |
DNF - halfshaft |
| Le Mans |
22/06/1957 |
4501-Coupe |
DNF - transaxle |
| Le Mans |
23/06/1957 |
4503 (4305 or 6) |
DNF - transaxle |
| Sweden |
11/08/1957 |
4503 |
DNF - halfshaft |
| Sweden |
11/08/1957 |
4507 (ran as 4501) |
Victor |
| Caracas, Venezuela |
03/11/1957 |
4503 |
DNF - accident |
| Caracas, Venezuela |
03/11/1957 |
4507 |
DNF - accident / fire |
| Caracas, Venezuela |
03/11/1957 |
4508 |
DNF - accident / flip |
|
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| Production data-chassis number sequence
|
| Chassis Number |
Completion Date |
| 4501 |
June 15, 1957 |
| 4502 |
October 29, 1956 |
| 4503 |
December 18, 1956 |
| 4504 |
May 22, 1957 |
| 4505 |
May 8, 1957 |
| 4506 |
June 18, 1957 |
| 4507 |
July 30, 1957 |
| 4508 |
October 3, 1957 |
| 4509 |
January 28, 1958 |
| Note: Completion date is normally delivery date, and generally is later than the actual construction finish date.
|
This article first appeared in the Winter 1976 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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