“Extraordinarily responsive, it is the sort of engine you make excuses to get behind and drive simply for the sound it makes.” Autocar, 1st February 2005
Since its founding by four brothers in 1914, the eponymous Maserati brand has had a decidedly chequered history. On the surface it might have appeared to be one victory after another in motorsport’s most prestigious events from the Targa Florio and 1000 km of Nürburgring to Monaco and the 1957 Formula One World Championship. Legendary machines such as the 4CLT, 250F, 300S and ‘Birdcage’ conducted by the best of the best such as Villoresi, Fangio and Moss, proudly wore the Trident borrowed by Mario Maserati from Neptune, whose fountain stands in the Piazza Maggiore, Bologna.
Behind the scenes however, things resembled an enormous game of pass the parcel with the company’s successive owners generally haemorrhaging money before handing it on to the next car company (e.g. Citroen) or ambitious enthusiast (step forward Alejandro de Tomaso). Eventually acquired by the Fiat conglomerate in 1993, the Modena based company at last flourished under an owner of such size and wealth their espresso bill was probably larger than Maserati’s total running costs, never mind development budget.
First to benefit from Fiat’s largesse was the very well received 3200 GT which hit the showrooms in 1999. A 2+2 (some, possibly DB7 owners, would claim full four-seater) coupé sporting signature boomerang LED - a first for a production car - rear lights at one end and a 3.2 litre twin turbo V8 at the other, for whose body design Maserati returned to Giorgetto Giugiaro. Given that his Ghibli, Bora and Merak were hardly eyesores, this was perhaps not a particularly surprising move and at the time the great man remarked, “We believe we have done our part in creating a car that truly revives the sensations and emotions of the past while taking the revitalised Maserati company into the new Millennium in a manner worthy of its great tradition…” With 4,795 examples sold in just three years, that statement has proven to be a little more than just marketing puff, especially when one considers that at the time Maserati had no presence at all in the huge American market.
Though success in competition and a roll call of uber-desirable machines was not reflected on the balance sheet (all great cars cost more to make than you can sell them for as proven by the McLaren F1, Type 14 Lotus Elite - maybe - and original Mini), Maserati remained a hugely desirable brand and in 1997 Fiat had started to positioned it within the Ferrari portfolio with their erstwhile competitors taking a 100% stake two years later. There being no point in both companies targeting the same market, Maserati was pitched as being slightly more GT oriented and hence able to launch continent munching touring cars and, eventually, four door saloons.
Having Ferrari as your stable mates (sorry, calling them owners spoils the metaphor) gave Maserati instant access to the lucrative North American market via their long-established dealer and service network. However, to actually sell cars there the 3200 GT needed a serious upgrade; enter the ‘Typo M138’ 4200 GT. The styling was only mildly tweaked - squadra vincente non si cambia as they say in Italy - which unfortunately saw the boomerang rear lights thrown away (let’s hope they come back someday), while a subtly enlarged bonnet bulge running into the front shroud pre-empted that of the Alfa 8C.
Development instead focused on the mechanical side of things with modifications made to the suspension though the biggest step change was in the engine bay where an all new ‘Typo F136R’, 4.2 litre 90 degree V8 engine was installed, hence that enlarged bonnet bulge. Though on the face of it jointly developed by Ferrari and Maserati, the fact that a tweaked version (what’s a crankshaft plane and a few more cc between friends?) was later installed behind the seats of the Ferrari 430 Scuderia and then 458 Speciale tells you everything you need to know… Normally aspirated for razor sharp response it sported dry sump lubrication and forged steel conrods while the heads contained four valves per cylinder, operated by four overhead camshafts with variable valve timing on the inlets. All this Maranello/Modena magic resulted in 385 bhp being generated at 7,000 rpm and 333 lb-ft of torque at 4,500 which translated to a top speed of 176 mph with 60 dashed off in 5 seconds flat.
Use of an aluminium and silicon alloy for the main castings kept weight down and this, combined with its mid-front instillation and a longitudinal transaxle (containing a ZF limited slip rear differential), gave a near optimal 51/49 front/rear weight distribution without all the packaging and visibility issues inherent in mid-engine layouts.
That manual transaxle contained six forward gears selected by either a conventional ‘stick’ or, in more popular (despite being an extra cost option) Cambiocorsa (“race-shift”) form, Formula 1-style ‘paddles’. Electro-hydraulically operated, the ‘CC’ was related to the Graziano produced unit found in the Ferrari 360. With four different modes to choose from (Normal, Sport, Auto and Low Grip), when you don’t feel like playing at being Fernando Alonso, the gearbox can be operated in fully automatic form, something demanded by the all important US market. The clever electronics mean you can also vary the speed of the gearchanges just by pushing buttons from the comfort of your leather clad driving seat.
Suspension was by light alloy double wishbones, control arms and uprights coupled to anti-roll bars and coil over dampers. However, the real trick up the 4200’s immaculately tailored sleeve was the “Skyhook” active damping system, by far the most desirable option on the new car order form. It is effectively active suspension with accelerometers constantly monitoring the car’s dynamics and sending that information to a central computer which then makes adjustments to the dampers – forty times per second! As well as optimising body control, the system has the added bonus of also allowing the driver to change the overall ‘envelope’ so stiffen or soften the suspension depending on the type of driving they are indulging in - Stirling Moss or gathering moss.
When the mood takes you, hitting the ‘Sport’ button not only tightens the suspension (assuming you have the Skyhook system) but adds a sharper edge to the engine map, ups the rev limit and speeds up the gearbox changes if the car is CC equipped. Enrico Fumia, the designer who penned two other Italian masterpieces from this period (the ‘916’ Alfa GTV and Spider), had been responsible for the wonderful interior of the 3200 GT and this was only mildly tweaked for the 4200 GT; again, if it ain’t broke…
Always intended to be available as both a Coupé and open top Spyder, the importance of that American market for the success of the 4200 was demonstrated when Maserati chose to fly in the face of convention and launch the Spyder first (in September 2001) while leaving the Coupé under the ‘big reveal dust sheet’ for a further four months. The fact that the Spyder was a pure two seater with a nine inch shorter wheelbase and better auditory access to that mellifluous V8 ensured it was the Sports Car to the Coupé’s GT. That’s not to say it wasn’t a very civilised machine with the same luxuriously cosseting interior (less a couple of seats), an electrically operated roof that completely disappeared below a rigid cover Mercedes SL style, and a decent sized boot to boot.
This lovely 4200 Spyder Cambiocorsa was imported by the official UK Maserati agents, Maranello Concessionaires, and sold via Stratstone of Wilmslow to Elizabeth Saunders of Ellendale Grange, Worsley who registered it on 2nd August 2002. According to the current V5C on file, the Spyder has had just five subsequent owners in its twenty-two year existence. ‘Tracker’ documentation shows that a Mr S Sharratt of Sudbury, Suffolk owned it in May 2005 when it carried the registration number ML02 MZV. The Spyder was serviced by Colchester based Maserati Main dealers Lancaster in 2004, 2005 and 2006 suggesting it was in Mr Sharratt’s tenure during this period. By May 2010 (as per the updated ‘Tracker’ information) the Maserati had passed into the ownership of Mrs H Johal of Arnold, Nottingham and acquired the personalised number plate J11HAL. Mrs Johal owned the car until at least August 2018, possibly until 2020 when it was purchased by the vendor via Sarah Cox, prestige car dealers of Farnsfield, just eight miles up the A614 from Arnold.
During the first part of its life the Spyder was serviced by Main Dealers such as Lancaster and Stratstone with just one North London specialist called upon for a minor service in 2003. During its approximately ten years in Nottinghamshire the Maserati was entrusted to Maserati and Ferrari Specialists Shiltech of Loughbrough and it should be noted that there are invoices on file for work carried out in addition to that recorded in the well stamped service book. During this period, as well as scheduled servicing, the roof mechanism was attended to by Maserati Main Dealers Graypaul in Nottingham, a new clutch was fitted just over 6,000 miles ago and new brake discs and pads were fitted under 3,000 miles ago. Having noted some deterioration to the right-hand catalytic convertor and the associated potential damage this could cause to the engine if not replaced, in June 2010 Shiltech were duly commissioned to supply and fit a pair of Larini Sports units at a cost of £2,848; a not inconsiderable amount of money which a new owner will be grateful was spent by someone else, especially when they fire up that glorious V8 engine.
Bringing the Service History up to date, just over a year and some 300 miles after he purchased the Spyder the vendor had a “Major Service using genuine Maserati parts and lubricants” carried out by Maserati specialists Stradale Italia of Uttoxeter. During this, all fluids (engine oil, transaxle oil, brake fluid, anti-freeze) and filters (oil, air, pollen) were changed and the Maserati was treated to a new battery, spark plugs and wiper blades. Since then, it has covered just 55 miles.
When we inspected the car, the superb ‘Blu Mediterraneo’ (much rarer than the more usually specified ‘Blu Nettuno’) paintwork was found to be in generally great condition. As with many dark blue metallics, the paint is quite soft and can consequently go a little dull just through dust abrasion and though ‘MA02 SPY’ is not unduly affected, a machine polish should restore its original factory sparkle. There are one or two slight chips and light scratches especially in the driver’s door handle but nothing of any consequence and these are shown in the photo gallery. There is also a very small area adjacent to the hood, close to the driver’s door, where the lacquer is lifting; again, this is shown in the photo gallery.
The bodywork looks to be in excellent order with no dents or corrosion evident and excellent panel fit throughout. Looking down the Maserati’s flanks they are straight, true and ripple free.
The matching blue hood is in fairly good condition with no fading to its colour and just a couple of areas of light wear as shown in the photo gallery. The rear window is free from any creasing or misting.
Brightwork on a Maserati of this age is limited but what there is, (the front grill, exhaust tailpipes, the Maserati script and chrome strip on the boot lid is about it) is in great condition. Under the fuel filler flap, the aluminium cap is oxidation-free, itself an indication of a car that has been cosseted and kept under cover.
The headlamp covers are susceptible to ‘fogging’, externally from road stone damage and internally from water ingress but on this machine there is very little sign of the former (which can probably be polished out) and none of the latter. All the other lights and external plastics are in excellent condition with just some ‘greying’ to the black mouldings in the lower corners of the ‘screen. The glass side windows and windscreen are all free from scratches and chips.
The correct Factory (made by BBS) 18”, 15 spoke alloy wheels are virtually un-marked and complete with their Maserati logo centre caps. Lurking behind these elegant rims are substantial Maserati branded alloy Brembo four pot callipers and cross drilled vented discs. Top quality tyres are fitted all round (correct 235/40 profile up front with 265/35s at the rear) and judging by the car’s MOT history, the Avon fronts have only covered around 1,000 miles. The Pirelli rears still have some tread remaining but may require replacement in the not too distant future, so that might be a good opportunity to match brands with the fronts; a quick look online would suggest that this could be done for under £300 plus fitting.
Though the cream (we believe it is officially ‘Avorio’ or Ivory) leather interior is undoubtedly a difficult one to keep clean, the Spyder’s is a testament to its previous owners. A slightly grubby driver’s footwell carpet aside, the cockpit is in excellent order. The passenger seat looks to have barely been sat in and the driver’s is almost as good with just the lightest of creasing and no hint of scuffing, cracking or wear. Both are Maserati logo embossed sumptuous, electrically adjustable heated chairs (with a memory function for the driver) rather than pared down racer’s buckets. There is evidence of a well known foible of Maserati’ of this age known as ‘Sticky Switch’ syndrome; a common and fixable idiosyncrasy which manifests itself as a slightly greasy or tacky feel to some of the switchgear, coupled with some flaking of the black finish and white logos.
The engine bay is nigh on perfect with barely a mark and certainly no fluid leaks to be seen while the exposed alloy castings and braided hoses look to be virtually showroom fresh with just the smallest area of red crackle finish paint flaking from a cam cover.
Pleasingly, in the boot the Factory toolkit is present and complete as is the Maserati emergency tyre inflation canister. Everything is clean and tidy with no significant damage to the trim panels though the CD changer is missing.
There is a certain amount of road grime to the underside of the Maserati as one might expect but no evidence of damage to the metalwork or protective under-shields. There is a little surface rust on items such as driveshafts but the visible areas of the bodyshell are apparently in good order as are the rubber bushes and boots. The alloy suspension components are again a little grimy but are obviously not affected by rust. Please see the photo gallery to make your own assessment.
Modern engine management systems and fuel injection ensure the glorious V8 engine fires immediately and settles into an enthusiastic idle. Sounding absolutely superb (and doubtless breathing more easily) through its Larini tweaked exhausts, we can only imagine the effect at the engine’s 7,500 rpm red line. Great oil pressure and a healthy charge rate for the electrical system, as might be expected for a machine comprehensively serviced in the last 55 miles or so, complete the picture.
A very well optioned machine when new, we spotted built in satellite navigation and mobile phone, heated seats and xenon headlights with washers but there may be other goodies lurking on the car.
Aside from all the factory manuals and two red ‘Code Cards’ in their original slip case, there is a well-stocked file of documents which contains numerous invoices for servicing and repair work. Some fourteen MOT certificates, ‘Tracker’ contracts and the current plus previous V5Cs are also present.
After four years of ownership a house move precipitates the sale of this wonderful machine; a classic front engined open Sports/GT car that can sprint to 60 mph in five seconds on its way to the best part of 180 mph. Rarer than a (not exactly common as muck) Ferrari 360 or 430, it was built in Modena with a Ferrari engine – anyone else getting a bit of a Dino vibe?
Getting stuck into the detail of the 4200 Spyder, we couldn’t help but draw comparisons with another Italian thoroughbred from the ‘00s, the Alfa 8C Spider with both sporting basically the same ‘Ferrari’ V8 engine mounted up front, six-speed Graziano transaxle and a plethora of shared suspension components. They both share classic long bonnet styling and looks to die for, though it has to be said the Maserati is more subtle and will consequently probably age more gracefully. OK the Spyder gives up half a litre in engine capacity and 60 or so bhp to the Spider but virtually identical top speeds and a 0 to 60 dash only half a second adrift would indicate real world parity. The difference is the Alfa will put a £200,000 dent in your bank account or put another way, this machine could be yours for about 6 or 7% of that…
Beautiful condition and a great service history with many of the big bills recently settled, there is much to recommend this particular example. Some would argue it is a shame that it has just broken 40,000 miles but we would point out this gives a new owner 10,000 guilt free ones before the next far left numeral clicks over. Enjoy!
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