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Tipo 60 / Tipo 61

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The Maserati Tipo 60 represented a revolution in sports car design. It was built for privateers competing in sports car racing in the 2-litre category, replacing the 200S model. By the late 1950s, many British car manufacturers were moving towards innovative and expensive monocoque structures as opposed to the traditional ladder frame chassis. Chief engineer Giulio Alfieri, who had limited funds since Maserati was still recovering from a difficult economic situation, had to come up with something truly innovative to compete.

And this was exactly what he did: He created a space frame made of approximately 200 small-section tubes, arranged in triangular formations and reinforced in high-stress areas. The result was an extremely light construction that offered exceptional torsional rigidity at the same time. A partly similar solution was already experimented in the latest evolutions of the 250F Formula 1 car. The Tipo 60’s engine was mounted well behind the front axle and tilted 45° to the right to lower the centre of gravity and keep the bonnet line low. The transaxle transmission derived from the one used in the 250F. Front suspensions were independent, while a De Dion axle was used at the rear. Telescopic dampers and disc brakes were used all round. Steering was done by means of a modern rack-and-pinion type steering box.

As it is often the case when innovations push the current boundaries, the Tipo 60 received its fair part of criticism when it appeared in the racing scene. The car was purposely designed for the new sports car era of the 1960s, representing a shift from the great endurance races held on public roads such as the Mille Miglia, by then a thing of the past, to the race tracks and closed street circuits. The nimble Tipo 60 had little in common with the robust sports cars of the 1950s, and had lost any resemblance to the original idea of the road car used for participating in racing. The Tipo 60’s extremely low body line and high protruding wheel arches gave it a somewhat odd look. The windscreen, that had to comply with minimal dimensions by technical regulations, was inclined so far backward that it hardly offered any wind protection to the driver. Instead, it offered a look on the groundbreaking chassis design. The car soon received its nickname Birdcage, even though it was never officially named that way.

The success of the 2-litre Tipo 60 on the Italian home market, and the suggestion by factory driver Stirling Moss that the chassis could easily handle more power, led to the introduction of the Tipo 61 for international 3-litre regulations. The Tipo 60/61 cars had a significant weight advantage over the competition from Ferrari, Aston Martin, and Jaguar, and the excellent handling characteristics made the car loved by both professional and gentlemen drivers. The cars dominated the hill climb scene during the early 1960s, and scored many important victories including two overall wins at the Nurburgring 1000kms by Lloyd Casner’s Camoradi racing team.

Chief engineer
Giulio Alfieri
4-cylinders in-line, dry sump, tilted 45° to the right, 1990cc, 200hp
Transaxle with integrated differential, 5-speed + reverse
“Birdcage” type space frame, constructed using a large amount of small-section tubes. Front-mounted engine.
Hand-crafted from aluminium by Gentilini & Allegretti
Vehicles produced
Racing class
2-litre sport cars
Competition years
Notable entrant teams
Officine Alfieri Maserati, Scuderia Serenissima, various privateers
Notable drivers
Stirling Moss, Nino Vaccarella, Odoardo Govoni, Briggs Cunningham
Principal race victories
Coupe Delamarre-Debouteville Rouen 1959, Preis Zeltweg 1960
Chief engineer
Giulio Alfieri
4-cylinders in-line, dry sump, tilted 45° to the right, 2890cc, 250hp
Transaxle with integrated differential, 5-speed + reverse
“Birdcage” type space frame, constructed using a large amount of small-section tubes. Front-mounted engine.
Hand-crafted from aluminium by Gentilini & Allegretti
Vehicles produced
17 (including 1 converted Tipo 60)
Racing class
3-litre sport cars
Competition years
Notable entrant teams
Scuderia Camoradi, various privateers
Notable drivers
Stirling Moss, Dan Gurney, Lloyd Casner, Masten Gregory, Bob Drake, Carroll Shelby, Jim Hall, Ken Miles, Briggs Cunningham, Roger Penske
Principal race victories
Cuba Grand Prix 1960, Nurburgring 1000kms 1960 & 1961

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Ghibli GT Verbrauch (WLTP): kombiniert 9,4-8,1 l/100 km* // CO₂-Emissionen: kombiniert 213-183 g/km*

Ghibli Modena Verbrauch (WLTP): kombiniert 11,5-11,1 l/100 km* // CO₂-Emissionen: kombiniert 261-252 g/km*

Ghibli Trofeo Verbrauch (WLTP): kombiniert 12,6-12,3 l/100km*// CO₂-Emissionen: kombiniert 285-279 g/km*

Grecale GT Verbrauch (WLTP): kombiniert 9,2-8,7 l/100 km* // CO₂-Emissionen: kombiniert 208-198 g/km*

Grecale Modena Verbrauch (WLTP): kombiniert 9,3-8,8 l/100 km* // CO₂-Emissionen: kombiniert 210-199 g/km*

Grecale Trofeo Verbrauch (WLTP): kombiniert 11,2 l/100 km* // CO₂-Emissionen: kombiniert 254 g/km*

Levante GT Verbrauch (WLTP): kombiniert 10,7-9,7 l/100 km* // CO₂-Emissionen: kombiniert 243-220 g/km*

Levante Modena Verbrauch (WLTP): kombiniert 13,7-12,1 l/100 km* // CO₂-Emissionen: kombiniert 310-273 g/km*

Levante Trofeo Verbrauch (WLTP): kombiniert 16,0-14,0 l/100 km* // CO₂-Emissionen: kombiniert 362-317 g/km*

Quattroporte Modena Verbrauch (WLTP): kombiniert 11,6-11,1 l/100 km* // CO₂-Emissionen: kombiniert 263-253 g/km*

Quattroporte Trofeo Verbrauch (WLTP): kombiniert 12,5-12,3 l/100km* // CO₂-Emissionen: kombiniert 282-277 g/km*

MC20 Verbrauch (WLTP): kombiniert 11,5 l/100 km* // CO₂-Emissionen: kombiniert 261 g/km*

MC20 Cielo Verbrauch (WLTP): kombiniert 11,7 l/100 km* // CO₂-Emissionen: kombiniert 265 g/km* 

GT Modena & Trofeo Verbrauch (WLTP): kombiniert 10,2 l/100 km* // CO₂-Emissionen: kombiniert 230 g/km*


*  Für seit 01.01.2021 neu typgeprüfte Fahrzeuge existieren die offiziellen Angaben nur noch nach WLTP.  Offizielle Angaben zu Kraftstoffverbrauch, CO₂-Emissionen wurden nach dem vorgeschriebenen Messverfahren ermittelt und entsprechen der VO (EU) 715/2007 in der jeweils geltenden Fassung. Kraftstoffverbrauch und Reichweite sind abhängig von der Fahrzeugkonfiguration. Für die Bemessung von Steuern und anderen fahrzeugbezogenen Abgaben, die (auch) auf den CO₂-Ausstoß abstellen, sowie ggf. für die Zwecke von fahrzeugspezifischen Förderungen werden WLTP-Werte verwendet.

Weitere Informationen zum offiziellen Kraftstoffverbrauch und zu den offiziellen spezifischen CO₂-Emissionen neuer Personenkraftwagen können dem „Leitfaden über den Kraftstoffverbrauch die CO₂-Emissionen und den Stromverbrauch neuer Personenkraftwagen“ entnommen werden, der an allen Verkaufsstellen und bei der DAT Deutsche Automobil Treuhand GmbH ( unentgeltlich erhältlich ist.