In the 1960s, Maserati set out to compete with British prestige car manufacturer Aston Martin. The 3500 GT, despite its undeniable commercial success, failed to outstrip the Aston Martin DBs, particularly the DB4. In 1961, Vignale presented a spendid variation of the 3500 GT coupé, the 2+2 coupé entering production the following year alongside the ordinary 3500 GT with a number of minor cosmetic changes. The chassis was similar to that of the 3500 GT spyder (2.5 metres long). Lucas direct petrol injection was fitted as standard. Sportier than the 3500 GT, the Sebring was designed as an occasional 2-plus-2-seater with a single rear bench seat. The engine was rated at 235bhp, generating speeds in excess of 235kph. Disc brakes came as standard, while an automatic gearbox was optional.

The birth of the 5000 GT Touring was the result of cooperation between the engineer Giulio Alfieri and the Shah of Iran Reza Pahlavi. The Shah entrusted Maserati with the task of producing an exceptional car. As such, the 5000 GT was a very high-end ‘made-to-measure’ version of the 3500 GT, powered by a V8 engine that would benefit from improvements in 1960, including an increase in cubic capacity to 340 bhp.

Spyder became the official name for foreign markets from 1961. Master coachbuilder Alfredo Vignale of Turin won the contract to produce the convertible version of Maserati’s first mass-produced GT car. The car’s lines – designed by Giovanni Michelotti – differed from those of the Touring coupé with a slightly more angular and muscular line. Touring also offered a shortened version of its coupé, of which only three were finalised, while Vignale assembled several pre-production prototypes showing differences in detail before the final production design was established. In six years, some 243 Spyders were sold. From 1961, Lucas fuel injection became available as an option on the Maserati 3500 GT, under the name 3500 GTi, which then gained 15 bhp.

The basic concept for the car, drawn up by owner Adolfo Orsi and designer Giulio Alfieri, was that of a fast GT that would be interesting to drive but also comfortable and practical for everyday use. Many famous customers adopted the 3500 GT, including Prince Rainier III of Monaco, tenor Giuseppe di Stefano, actors Alberto Sordi, Tony Curtis, Stewart Granger, Rock Hudson and Anthony Quinn. Franco Cornacchia – an amateur racing driver who became Maserati’s representative in Milan – regularly drove the 3500 GTs between Milan and Modena on the Autostrada del Sole, setting a toll record of 39 minutes over some 160 km. From 1961, Lucas fuel injection became available as an option on the Maserati 3500 GT, under the name 3500 GTi, which then gained 15 bhp.

The 330bhp V6 is far more fun to drive than the diesel, thanks to a charismatic soundtrack that is truly worthy of a Maserati, especially once the ‘Sport’ button has been pressed. Both petrol engines have an overboost, so they deliver excellent acceleration from the lowest revs, despite weighing in at 1,810 kg. Even though the steering is hydraulically assisted, it doesn’t feel very communicative, but it’s precise enough not to detract from driving pleasure. The Skyhook active shock absorbers, with two settings (optional or standard depending on version), proved highly effective in smoothing out the rough Italian tarmac on our test roads. All Ghibli models benefit from an excellent driving position, supportive seats and a dashboard that is both attractive and ergonomic, much more so than on other Maseratis.