.jpg?w=1)
Details
The ex-Officine Maserati, Marquis de Sterlich, Luigi Arcangeli, Rene Dreyfus, Rome GP Winning
1928 MASERATI TIPO 26B/M 8C 2800 GRAND PRIX TWO SEATER RACING CAR
Chassis No. 33/2515
Engine No. 2515
Racing red with brown leather interior
Engine: eight cylinders, in-line, twin overhead camshaft, Roots-supercharged, 2,800cc, 205bhp at 5,500rpm; Gearbox: four-speed manual; Suspension: semi-elliptic leaf springs front and rear with Andre-Hartford friction-type shock absorbers; Brakes: four wheel mechanical drum. Right hand drive.
From 1926 the Maserati brothers' factory was in full operation, producing their sports and racing cars stemming from the original concept of the twin-cam straight eight engines of 1,500cc capacity. They had adopted the badge that was to become a renowned trademark with the Trident motif from the City of Bologna, where the original factory was situated in Pontevecchio. Two years after their inaugural success in the Targa Florio with the first of the Type-26 models, it was perceived necessary to increase the engine capacity for the cars contesting the major International and European events such as the Grand Prix, Mille Miglia and Targa Florio, firstly with 2-litre and subsequently 2.5 litre sized engines. As a result of developments to these cars, their record of achievements was manifested in no less than seven major victories during the 1930 season.
This car started life in 1928 as a production model of the type 26B, frame number 33, which was driven by the Marquis de Sterlich, a personal benefactor to the Maserati consortium, and would have had the 2-litre engine as original equipment for this chassis, while this engine was the first to be supplied with the new magnesium alloy crankcase, supercharger, differential-case and steering-box components. Initially run as a Works car, it would appear that de Sterlich actually purchased it in 1929, when the factory was going through one of its many financial crises. He first ran it in the Targa Florio on the 6th May 1928 followed by the Reale Roma event for Grand Prix cars run in heats and a final, but did not feature in the results. At this time the Works teams were competing in too many events, which did not allow time for proper preparation, dogging Maserati's attempts for victory in major events during this period, although in hill-climb and sportscar races, they did enjoy better success. Nevertheless, de Sterlich persevered, probably giving further financial support in return for drives in the high-profile races, and during 1929 he contested the Reale Rome GP, Circuit di Mugello, San Sebastian and Marseilles Grand Prix, and although being placed did not achieve a major result.
At the end of the year the car reverted to the factory-team and was rebuilt in 2.5 litre form during 1930, where for most of the season it was driven by the more professional Luigi Arcangeli, who showed a greater skill and determination than his aristocratic benefactor. His initial outing in the Tripoli Grand Prix resulted in a very fine second place on the fast Mellaha Circuit. He next competed at Monaco and in the Targa Florio, but failed to finish in either, his luck returning in greater measure in the Grand Prix of Rome event where he took his first major victory against full opposition in a prestigious event. The last Grand Prix of the year was at the famous Monza track, where again he made a significant impact against the Alfa Romeo and Bugatti teams, finishing second in both his heat and the final, making a most satisfactory conclusion for 'Officine Maserati'. However, not complacent and knowing the growing opposition, they sought to strengthen their capability with new cars and drivers for the following year and with Luigi Fagioli already signed up, they were able to entice the French ace Rene Dreyfus away from Bugatti with the promise of a new car.
To this end they announced a new two-car team to contest the 1931 Grand Prix season, but problems with production and finance saw only one new chassis ready in time for the start of the season for Fagioli. A solution was achieved for the second car by taking the chassis of the former de Sterlich/Arcangeli car and re-stamping it with the new current series, numbering it 2515, so that Dreyfus was inducted alongside Fagioli for the principal races on the European calendar. The season-openers were traditionally in North Africa, but in both the Tripoli and Tunis races of 1931, Dreyfus was unable to finish. Back on the Italian mainland, however, in the Reale Roma races, he finished 3rd in his heat and 2nd in the final. Following this, he achieved fastest lap in practice for his favored Monaco circuit and, although starting from pole, he had to settle for 6th place due to fuel-feed problems experienced midway through.
The active season continued seeing the team contesting the Targa Florio and German Grand Prix at the Nürburgring, where in both rigorous events Dreyfus was forced to retire. A shared drive with Bouriat in the French Grand Prix on June 21st netted 8th place; it was for this event that Maserati uprated the Fagioli car to 2,800cc. For the next event a similar shared drive, this time with Fagioli in the Coppa Acerbo race at Pescara secured 5th place for the team. The season closed with the Grand Prix at Monza, for which the factory also uprated the Dreyfus car to the new 2.8 litre specification, where he finished a creditable 6th overall, having been placed second in his heat. The pace at which such a number of events were contested was relentless and again for 1932 Dreyfus was retained and continued to drive 2515, as the Works were also preparing new 3-litre cars which were not yet ready for the new season.
The season started with two hillclimbs in the south of France including winning his class at La Turbie. The first major outing was at Tunis, where a shared drive with Fagioli classified the team in 7th place. This was followed up by Dreyfus claiming some credit with 5th in heat and 1st in the reperchage at the Reale Roma races, and a good run to finish 2nd twice in both the Grands Prix of Marseilles and Nimes. Midway through the season when the new 3-litre cars were available, 2515 was entrusted to Dreyfus' friend Jean de Maleplane who finished both the races at Casablanca and La Baule in 5th place, failing to finish at Marseilles, but achieving 5th at Monza at the end of another busy season. A year later the car was still proving competitive with de Maleplane placing 7th at Pau, while Zehender took it to Tunis and finished 3rd, and although subsequently in use in lesser events, its last recorded outings in major races appear to have been at Monaco and Montlhéry with Zehender, but no classified placings resulted.
It is likely that it continued some action in the South of France and North Africa until war broke out and indeed this appears borne out by the fact that it was alleged to have been secreted in a cave in Algeria during this time, from whence it re-emerged in 1945 - the car in fact being road-registered on 22nd June 1946 by the Automobile Club Marocain. This original interesting document survives, and is included with the history file on the car denoting that car chassis no. 2515 was registered to a M. Henri Courtille. Its next recorded change of ownership was in 1955, again on a document within the file, when it was purchased by Louis Salis in the Seine et L'Oise region of France. Subsequent immediate history suggests that it was laid-up in an aircraft hangar until being re-discovered by an American collector. Its latter storage had resulted in some deterioration of the crankcase and supercharger casing.
When passing to the current vendor in the early 1980s, it was prepared ready to resume some historic racing action. This highly sympathetic restoration necessitated the institution of a new crank-case and supercharger, while the original components have been retained with the car - of especial note is the fact that the old crankcase still bears the original maker's plate stamped with the number 2515 inscribed to the front. The chassis bears both numbers clearly marked, thereby showing the original dual-identity and underlining its continued history. The seat upholstery has had to be replaced, but the interior still retains the original brown leather trim panels. Painstaking attention was taken to ensure that every original panel (see 'as found' photographs) was carefully retained or refurbished where necessary. The owner was meticulous in ensuring that many of the old parts removed were saved for future reference and these accompany the car. They include some original horsehair from the upholstery, the badly rotted dashboard and several examples of the con rods and pistons clearly stamped with the trident emblem. While the car has undergone restoration work, it is still a fine testament to originality and patina that extends even to the evidence of long since dead woodworm in the rear view mirror support! The original steel undertray is also still fitted to the car, restored examples are usually finished in aluminum, but the grueling long distance races on very poor road surfaces demanded a tougher material for protection. Another interesting history lesson is that the early rectangular radiator badges were made by a jeweler from solid silver and bear a tiny hallmark. Maserati racing cars at this period were very much hand built to tool room standards and, unlike Bugattis and Alfa Romeos which were mass produced, the Maserati work was second to none.
This car has been driven since its rehabilitation, but has not been seen in public during the current ownership. Indeed, this remarkable car has not really been seen in a public forum since the 1950s. It is also believed that this car could be the oldest running Maserati in the world, there being an older but non-running example in the Biscaretti Museum. Should the new owner prefer not to use the car, other than for very gentle use, it could quite easily be re-united with its original crankcase. Similar examples to this car have been run in the historic Mille Miglia (where lights and wings are required) and the Colorado Grand. This is a truly remarkable and historic car found 75 years after its inception in this condition after a long and distinguished racing career and it represents a unique opportunity to purchase what amounts to the ultimate and most original example of any Grand Prix racing car of this configuration.
1928 MASERATI TIPO 26B/M 8C 2800 GRAND PRIX TWO SEATER RACING CAR
Chassis No. 33/2515
Engine No. 2515
Racing red with brown leather interior
Engine: eight cylinders, in-line, twin overhead camshaft, Roots-supercharged, 2,800cc, 205bhp at 5,500rpm; Gearbox: four-speed manual; Suspension: semi-elliptic leaf springs front and rear with Andre-Hartford friction-type shock absorbers; Brakes: four wheel mechanical drum. Right hand drive.
From 1926 the Maserati brothers' factory was in full operation, producing their sports and racing cars stemming from the original concept of the twin-cam straight eight engines of 1,500cc capacity. They had adopted the badge that was to become a renowned trademark with the Trident motif from the City of Bologna, where the original factory was situated in Pontevecchio. Two years after their inaugural success in the Targa Florio with the first of the Type-26 models, it was perceived necessary to increase the engine capacity for the cars contesting the major International and European events such as the Grand Prix, Mille Miglia and Targa Florio, firstly with 2-litre and subsequently 2.5 litre sized engines. As a result of developments to these cars, their record of achievements was manifested in no less than seven major victories during the 1930 season.
This car started life in 1928 as a production model of the type 26B, frame number 33, which was driven by the Marquis de Sterlich, a personal benefactor to the Maserati consortium, and would have had the 2-litre engine as original equipment for this chassis, while this engine was the first to be supplied with the new magnesium alloy crankcase, supercharger, differential-case and steering-box components. Initially run as a Works car, it would appear that de Sterlich actually purchased it in 1929, when the factory was going through one of its many financial crises. He first ran it in the Targa Florio on the 6th May 1928 followed by the Reale Roma event for Grand Prix cars run in heats and a final, but did not feature in the results. At this time the Works teams were competing in too many events, which did not allow time for proper preparation, dogging Maserati's attempts for victory in major events during this period, although in hill-climb and sportscar races, they did enjoy better success. Nevertheless, de Sterlich persevered, probably giving further financial support in return for drives in the high-profile races, and during 1929 he contested the Reale Rome GP, Circuit di Mugello, San Sebastian and Marseilles Grand Prix, and although being placed did not achieve a major result.
At the end of the year the car reverted to the factory-team and was rebuilt in 2.5 litre form during 1930, where for most of the season it was driven by the more professional Luigi Arcangeli, who showed a greater skill and determination than his aristocratic benefactor. His initial outing in the Tripoli Grand Prix resulted in a very fine second place on the fast Mellaha Circuit. He next competed at Monaco and in the Targa Florio, but failed to finish in either, his luck returning in greater measure in the Grand Prix of Rome event where he took his first major victory against full opposition in a prestigious event. The last Grand Prix of the year was at the famous Monza track, where again he made a significant impact against the Alfa Romeo and Bugatti teams, finishing second in both his heat and the final, making a most satisfactory conclusion for 'Officine Maserati'. However, not complacent and knowing the growing opposition, they sought to strengthen their capability with new cars and drivers for the following year and with Luigi Fagioli already signed up, they were able to entice the French ace Rene Dreyfus away from Bugatti with the promise of a new car.
To this end they announced a new two-car team to contest the 1931 Grand Prix season, but problems with production and finance saw only one new chassis ready in time for the start of the season for Fagioli. A solution was achieved for the second car by taking the chassis of the former de Sterlich/Arcangeli car and re-stamping it with the new current series, numbering it 2515, so that Dreyfus was inducted alongside Fagioli for the principal races on the European calendar. The season-openers were traditionally in North Africa, but in both the Tripoli and Tunis races of 1931, Dreyfus was unable to finish. Back on the Italian mainland, however, in the Reale Roma races, he finished 3rd in his heat and 2nd in the final. Following this, he achieved fastest lap in practice for his favored Monaco circuit and, although starting from pole, he had to settle for 6th place due to fuel-feed problems experienced midway through.
The active season continued seeing the team contesting the Targa Florio and German Grand Prix at the Nürburgring, where in both rigorous events Dreyfus was forced to retire. A shared drive with Bouriat in the French Grand Prix on June 21st netted 8th place; it was for this event that Maserati uprated the Fagioli car to 2,800cc. For the next event a similar shared drive, this time with Fagioli in the Coppa Acerbo race at Pescara secured 5th place for the team. The season closed with the Grand Prix at Monza, for which the factory also uprated the Dreyfus car to the new 2.8 litre specification, where he finished a creditable 6th overall, having been placed second in his heat. The pace at which such a number of events were contested was relentless and again for 1932 Dreyfus was retained and continued to drive 2515, as the Works were also preparing new 3-litre cars which were not yet ready for the new season.
The season started with two hillclimbs in the south of France including winning his class at La Turbie. The first major outing was at Tunis, where a shared drive with Fagioli classified the team in 7th place. This was followed up by Dreyfus claiming some credit with 5th in heat and 1st in the reperchage at the Reale Roma races, and a good run to finish 2nd twice in both the Grands Prix of Marseilles and Nimes. Midway through the season when the new 3-litre cars were available, 2515 was entrusted to Dreyfus' friend Jean de Maleplane who finished both the races at Casablanca and La Baule in 5th place, failing to finish at Marseilles, but achieving 5th at Monza at the end of another busy season. A year later the car was still proving competitive with de Maleplane placing 7th at Pau, while Zehender took it to Tunis and finished 3rd, and although subsequently in use in lesser events, its last recorded outings in major races appear to have been at Monaco and Montlhéry with Zehender, but no classified placings resulted.
It is likely that it continued some action in the South of France and North Africa until war broke out and indeed this appears borne out by the fact that it was alleged to have been secreted in a cave in Algeria during this time, from whence it re-emerged in 1945 - the car in fact being road-registered on 22nd June 1946 by the Automobile Club Marocain. This original interesting document survives, and is included with the history file on the car denoting that car chassis no. 2515 was registered to a M. Henri Courtille. Its next recorded change of ownership was in 1955, again on a document within the file, when it was purchased by Louis Salis in the Seine et L'Oise region of France. Subsequent immediate history suggests that it was laid-up in an aircraft hangar until being re-discovered by an American collector. Its latter storage had resulted in some deterioration of the crankcase and supercharger casing.
When passing to the current vendor in the early 1980s, it was prepared ready to resume some historic racing action. This highly sympathetic restoration necessitated the institution of a new crank-case and supercharger, while the original components have been retained with the car - of especial note is the fact that the old crankcase still bears the original maker's plate stamped with the number 2515 inscribed to the front. The chassis bears both numbers clearly marked, thereby showing the original dual-identity and underlining its continued history. The seat upholstery has had to be replaced, but the interior still retains the original brown leather trim panels. Painstaking attention was taken to ensure that every original panel (see 'as found' photographs) was carefully retained or refurbished where necessary. The owner was meticulous in ensuring that many of the old parts removed were saved for future reference and these accompany the car. They include some original horsehair from the upholstery, the badly rotted dashboard and several examples of the con rods and pistons clearly stamped with the trident emblem. While the car has undergone restoration work, it is still a fine testament to originality and patina that extends even to the evidence of long since dead woodworm in the rear view mirror support! The original steel undertray is also still fitted to the car, restored examples are usually finished in aluminum, but the grueling long distance races on very poor road surfaces demanded a tougher material for protection. Another interesting history lesson is that the early rectangular radiator badges were made by a jeweler from solid silver and bear a tiny hallmark. Maserati racing cars at this period were very much hand built to tool room standards and, unlike Bugattis and Alfa Romeos which were mass produced, the Maserati work was second to none.
This car has been driven since its rehabilitation, but has not been seen in public during the current ownership. Indeed, this remarkable car has not really been seen in a public forum since the 1950s. It is also believed that this car could be the oldest running Maserati in the world, there being an older but non-running example in the Biscaretti Museum. Should the new owner prefer not to use the car, other than for very gentle use, it could quite easily be re-united with its original crankcase. Similar examples to this car have been run in the historic Mille Miglia (where lights and wings are required) and the Colorado Grand. This is a truly remarkable and historic car found 75 years after its inception in this condition after a long and distinguished racing career and it represents a unique opportunity to purchase what amounts to the ultimate and most original example of any Grand Prix racing car of this configuration.
Special notice
Customs Duty (2.5%) is payable on the final bid price. Please note however that, if the purchased lot is subseqently exported within certain procedures, the Customs Duty is refundable to the exporter.