<< Prev Page 2 of 2 Built by specialists Gilco, the chassis was of a very conventional tubular design almost identical to the earlier Tipo A6G. The front suspension consisted of double wishbones and coil springs, while at the rear-end consisted of a live axle and leaf springs. Houdaille shock absorbers were used on all four corners. Aluminium drum brakes provided the stopping power. The rolling chassis was completed with a four-speed gearbox.
Maserati's original coach-builder of choice, Pinin Farina, was now working almost exclusively for rival Ferrari but Allemano, Frua and Zagato all proved to be great alternatives. Allemano was responsible for an understated 2+2 coupe, Frua predominantly supplied spider bodies and Zagato offered competition inspired coupe bodies. The drastic changes greatly improved the Maserati A6's appeal and no fewer than sixty examples rolled off the 'production' line between 1955 and 1957.
The third evolution also turned out to be the final for the Tipo A6; in 1957 it was replaced by the all-new 3500 GT. Whereas the A6 was built in relatively small numbers, the 3500 GT marked Maserati's switch to mass production. As a result the A6G54 remains as the last of the hand-built sports cars built by the Italian manufacturer. Particularly the Zagato bodied examples are highly sought after today. << Prev Page 2 of 2
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A6G/54 2000 Frua Coupe
Built by specialists Gilco, the chassis was of a very conventional tubular design almost identical to the earlier Tipo A6G. The front suspension consisted of double wishbones and coil springs, while at the rear-end consisted of a live axle and leaf springs. Houdaille shock absorbers were used on all four corners. Aluminium drum brakes provided the stopping power. The rolling chassis was completed with a four-speed gearbox.