Miguel Sánchez
It is June 1957 and in the Monsanto circuit there is a certain tension. Not surprisingly, Fangio has once again imposed his mix of intelligence and handling, taking pole position at this Portuguese GP. Located in the intermediate zone of the calendar, it is an essential appointment for Ferrari if it wants to revalidate itself as the winner of the World Championship for Manufacturers. aware of this, Masten Gregory walks serious and serene towards his 860 Monza. A runner for pleasure, this kid from Kansas dropped out of school at the age of 19 with a vision to pursue racing. After all, his position is perfect for it because his parents have bequeathed him a millionaire inheritance by dying prematurely.
Defined by a sober and meticulous character, his personality changes as he enters the dance floor. Unleashed by the action of the throttle, this boy with brooding good looks becomes a speed ace. In fact, the fans are going to baptize it as The Kansas Lightning. Also, just in this 1957 his career is in full swing. Not in vain, he comes from winning the 1000 Kilometers of Buenos Aires. What's more, with the Modena-based Scuderia Centro Sud he finished third in the F1 GP in Monaco riding a Maserati 250F. The Italians have just accepted him among their own months before the expected signing of Phil Hill by Ferrari.
In addition, in that starting grid on the outskirts of Lisbon is the Argentine Carlos Menditéguy. Too temperamental and individualistic to be a good driver, he does not stop being a tough competitor until he breaks the cars by not knowing how to take care of them in the race. And that is if he does not do as in the previous year. Missing a GP unannounced for staying in bed with Brigitte Bardot. Curiously, those of Maserati have not fired him after this. Well, they are not Ferrari. Therefore, they lack the strict discipline observed by Laura Garello. She is the wife of the Commendatore and a real power in the shadows.
In any case, as a counterpoint to the impulsive Menditéguy, the Scuderia Madudina has Juan Manuel Fangio driving one of his Maserati 300S. Moderate, intelligent and professional if he knows how to contain his passions. That's the way it is, this is not going to be the one who desperately gallops from the first lap. No way. Far from it, Fangio is perfectly aware of the almost 300 kilometers to go before seeing the checkered flag go down. “As soon as the first fevers have passed and their cars feel the effects of the effort, then I will know that the time has come and I will move on to take the lead.”
Obviously, these are the words of an extraordinary pilot. So extraordinary that he knows how to keep his cool and meanwhile wait. Thanks to this, the champion's forecasts are fulfilled lap after lap. Gregory and Menditéguy fall to lower positions and Fangio achieves victory in the Portuguese GP. A victory that he has signed aboard the Maserati 300S with chassis number 3069, taking him to the first position in this his first international race. Not surprisingly, we are facing a true legend of the World Endurance Championship. Possibly one of the best and most seductive Maserati of all time.
MASERATI 300S, BRINGING F1 TO THE RESISTANCE
like ferrari, Maserati He was present in the early days of F1 while competing in the World Championship for Manufacturers. That is to say, his interests ranged from resistance to pure speed marked in single-seater trophies. In this way, when the Maserati 1955S was developed in 300, it was impossible for it not to receive a technological heritage from its brother in the premier class. The 250F. One of the key cars in the career of Fangio and Stirling Moss, leading them to win F1 championships and runners-up respectively.
What's more, the 250F was one of the best single-seaters during F1's first decade. Only surpassed when the small but decisive British teams imposed their law thanks to the new mid-engine. In fact, Moss singled out this Maserati as “Best front engine car I have ever driven”. Largely thanks to its tubular chassis, but also to its 2,5-litre, six-cylinder in-line engine with direct injection. Precisely the starting point for developing the Maserati 300S engine, with Vittorio Bellentani increasing the displacement by half a liter. In addition, at the same time it had to substantially improve compression to counteract the regulatory requirement to use street fuel in the World Championship for Manufacturers.
With all this, the Maserati 300S yielded up to 240 hp at 7.500 rpm in its first units. Not insignificant figures, especially when we put them in relation to its 780 kilos. Merit, among other things, of the trellis chassis covered with aluminum panels designed by Carrozzeria Fantuzzi. Finally, the Maserati 300S incorporated three Weber carburettors instead of the direct injection of the 250F, also having a De Dion rear axle.
At this point, we find ourselves facing a rival machine to Ferrari in the higher classes of the World Endurance Championship. Cast without the need to resort to powerful V12 like those mounted in Maranello. But, intelligently, fine-tuning the refined design of its chassis as much as possible. Maserati had certainly made a huge leap up from its two-litre dominance with the A6GCS.
CHASSIS 3069, A STORY WITH BRAZILIAN AND ARGENTINE ACCENTS
Of the Maserati 300S, 26 units were manufactured between 1955 and 1958. Curiously, the same ones that the 250F of F1 also registered. However, given the craftsmanship with which the house of the trident still worked, we are not talking about a homogeneous production. far from it, In general, at least three series can be established for this competition model. And that speaking of the mechanics, since in terms of bodywork, the differences between those with a flat nose and the Long Nose stand out. In the case of chassis 3069, we are talking about this second case.
Assembled between late 1956 and early 1957, this unit possibly premiered in races with the brand's official team before being sold to Marciello Giambertone. The driver who put this Maserati 300S at Fangio's disposal at the Portuguese GP through Scuderia Madunina. Now, why do we say before “possibly premiered”? Well, as with other historic brands, his competition file was not as meticulous as one might expect. In this way, there is no record of the registration of chassis 3069 in races prior to the 1957 Portuguese GP. Although, finally, the date of assembly could be given.
By the way, curiously, both Fangio and Menditéguy raced in Portugal with a private team even though they were official drivers of the brand. An apparent contradiction due to the fact that Maserati had only hired them for F1. Leaving them free to compete if they wanted in the World Championship for Brands. A championship where the names of the brands overlapped in a diffuse field with the private teams to which they provided vehicles. All this to, today, generate a detective adventure by keeping track of each chassis number.
In fact, after competing in the European summer, Giambertone exported this Maserati 300S to Brazil. Country where it was also used by Fangio that same year in Interlagos and Rio de Janeiro achieving new victories. After that, the car passed through the hands of various South American teams being active until well into the seventies. A life in racing for which certain specialists consider chassis 3069 the Maserati 300S with the most years in service. Furthermore, when it was restored in the UK in the XNUMXs after being bought from its last Brazilian owner, it began to be seen at classic events.
A second life in which he still continues. Having ridden at Laguna Seca, Goodwood Revival, Monza or Le Mans Classic. All this for now be available from the London house of Fiskens. A really fascinating piece.
Photographs: Fiskens
