{"id":99166,"date":"2026-02-23T05:03:07","date_gmt":"2026-02-23T08:03:07","guid":{"rendered":"https:\/\/automotive.einnews.com\/article\/894695164"},"modified":"2026-02-23T05:03:07","modified_gmt":"2026-02-23T08:03:07","slug":"maserati-5000gt-command-performance","status":"publish","type":"post","link":"https:\/\/new7.shop\/zerocostfreehost\/index.php\/2026\/02\/23\/maserati-5000gt-command-performance\/","title":{"rendered":"Maserati 5000GT: command performance"},"content":{"rendered":"

Once they were assembled, Robertino turned to the injection: \u201cThe Lucas system is effective, but the Italians didn\u2019t really understand it and used a mixture adjustment linked to oil pressure and air density \u2013 a real headache. We simplified it.\u201d<\/p>\n

Key to this refinement was Lee Muir, an ex-McLaren Can-Am engineer with vast experience of the Lucas system. <\/p>\n

Once the indirect injection was refined, the V8\u2019s character was transformed with smooth power and gutsy low-down torque.<\/p>\n

With the 5000GT\u2019s potential unleashed, Robertino\u2019s team set about making the car safe enough for such performance to be used.<\/p>\n

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The Maserati 5000GT\u2019s rear-light cluster<\/p>\n

\u201cWe stiffened up the front end with recalibrated dampers, but we\u2019re still not happy with the steering,\u201d he says.<\/p>\n

\u201cThe chassis is essentially the same as the 3500GT\u2019s, but with extra reinforcement. Maserati was concerned about the extra weight of the V8, so adjusted the steering box ratios to lighten the load.<\/span><\/p>\n

\u201c<\/span>As a result it\u2019s not direct enough for the performance.\u201d<\/p>\n

Ever the perfectionist, Robertino is keen not to change the character of the car.<\/p>\n

Time to try the sorted Maserati 5000GT.<\/p>\n

Of all the bodies, Allemano\u2019s is most common, with 22 built, but it is also the most alluring. Its long, sleek flanks and wraparound glass top with slim pillars accentuate the bonnet length.<\/p>\n

The Studebaker<\/a>-style panoramic rear window is steeply raked, and only the rectangular headlights spoil its handsome lines.<\/p>\n

Riding on expensive Borrani wire wheels, it looks unmistakably Maserati.<\/p>\n

Inside the bright, glassy cockpit there\u2019s nothing flash about the fittings: quality leather and brushed stainless trim, bold Jaeger dials, and a broad Nardi steering wheel with angled spokes so the pilot can clearly see the speedometer and rev counter.<\/p>\n

When I take over the wheel, the muscular 5-litre is already warm, so Robertino insists I use all the revs up to 6000rpm.<\/p>\n

Frustratingly, we\u2019re not heading for the autobahn<\/em> but some clear country roads, yet through the town the 5000GT is easy to drive with its silky, low-geared steering.<\/p>\n

Rush the ZF gearchange and it will grate, but once you are in tune with its timing, the action is precise.<\/p>\n

The clutch is heavy and requires a hefty push, but, with so much torque in reserve, the car will cruise easily even if you wrong-slot it.<\/p>\n

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Side vents help cool the Maserati 5000GT\u2019s 325bhp V8<\/p>\n

The brakes lack feel, but I\u2019m assured that when you really push they transform and bite hard.<\/p>\n

First impressions are of a superb ride (even over pav\u00e9<\/em>), a taut chassis and minimal steering kickback.<\/p>\n

Once out on the open road, I finally get the chance to unleash the engine\u2019s glorious power.<\/p>\n

From an edgy rumble as we slow for a clear stretch, I bury the throttle and the car lets rip a Wagneresque exhaust crescendo.<\/p>\n

The 5000GT lunges forward with a glorious yowl exclusive to exotic V8s.<\/p>\n

The engine seems to have a triple range when gunned hard: deep burble builds to vibrant growl before a resounding roar as the power peaks.<\/p>\n

The sensational acceleration rapidly reels in the next junction just as I change into third at 100mph.<\/p>\n

Even so, it feels as if there\u2019s much more in reserve, and it\u2019s easy to believe that 170mph is within the 5000GT\u2019s grasp.<\/p>\n

Irritiating as the myriad junctions are, you do get to play Behra in a 450S at every stop, thanks to that ferocious power punch and blood-curdling exhaust note.<\/p>\n

All my cynicism over Hans Tanner\u2019s 1959 figures is blasted away each time the 5000GT roars away.<\/p>\n

All that\u2019s needed now is a Ferrari 500 Superfast for the ultimate supercoup\u00e9 shootout.<\/p>\n

Agnelli had both, fitted with near-identical Pininfarina bodywork, but it\u2019s not recorded which of them he enjoyed the most.<\/p>\n

After this spectacular workout, we cut back on a twisty route to Capricorn\u2019s workshops.<\/p>\n

Through the turns the long nose understeers when you enter too quickly, and the steering starts to feel sleepy.<\/p>\n

The short, flat seats also offer limited support through tight corners, but these are truly minor quibbles.<\/p>\n

Like so many Maseratis, this is a bargain compared with rival Ferraris, even after a hefty bill for sorting that wild motor. <\/p>\n

The king of super-exotic GT cars? No question.<\/p>\n

Images: Mick Walsh<\/em><\/p>\n

This was first in our August 2007 magazine; all information was correct at the date of original publication<\/em><\/p>\n

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Factfile<\/strong><\/h2>\n
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\"Classic <\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/div>\n

Maserati 5000GT<\/strong><\/p>\n