The 300S was virtually a sports-racing version of Gioacchino Colombo’s 250F Formula One car, and it is the most fondly remembered of all 1950s sports-racing cars. Stirling Moss (who should know) reckons that it is the best sports car of the era and that is an opinion shared by many a fan who has nothing more to go on than its delicious lines, which were executed by Fantuzzi. It is a beauty and, unlike some beauties, it does not disappoint on closer examination.

The engine had a claimed output of 250 bhp and was fitted to a chassis ladder frame with large diameter which closely followed the 250F. It had a ladder frame with large diameter maintubes, coil springs and unequal wishbone front suspension and, at the rear, a de Dion axle with a transverse leaf spring. Like its sister car, the 300S had a wonderful reputation for roadholding, but it was always at a disadvantage because it was a 3-liter car racing at a time when there was no upper engine limit. Despite that, it took a great many wins, including victories in World Championship events.

The model’s first appearance in a major international race was at Sebring in 1955, where two private entries finished third and fourth, while Cesare Perdisa gave the 300S its first win in the Bari GP in May and followed that with victory in the Imola GP.

Maserati did not have a very active sports car program in 1955, it was anyway also busily developing the 150S and 200S, but the year ended on a high note when Fangio won the first Venezuelan GP in a 300S – since it was by two clear laps, and the field included works Ferraris - it was no hollow victory. It showed the potential of the 300S, a potential which was to be realized in 1956 when Stirling Moss joined as team leader and Giulio Alfieri (the designer of the “Birdcage”) took charge of technical development.

In the opening round of the 1956 World Sports Car Championship, at Buenos Aires, Moss and Carlos Menditeguy chased the 4.9 Ferraris until both retired with transmission troubles. The Maserati then stroked home to a clear win with the Gendebien/Hill 3.5 Ferrari two laps behind and Behra/Gonzales third in a second 300S. It was Maserati’s first WSCC victory.

The second came in the Nurburgring 1000 kms when Moss and Behra brought a 300S home first. They had taken over another car and Moss rejoined the race 66 seconds behind Fangio’s Ferrari. He bit into the World Champion’s lead at the rate of six seconds a lap and won by 26 seconds.

Other successes that year included wins in the Paris 1000kms, the Venezuelan GP, the Bari GP, the Australian TT and the Rome GP while Piero Taruffi brought a 300S home second in the Targa Florio. Maserati finished the season as runner-up to Ferrari in the WSCC.

Chassis 3057, pictured above, was raced by the Swiss privateer, Benoit Musy, who in 1956 drove it to victory in the Grand Prix des Grontibres and at the les Sables d’Olonne, and also won a heat in the British Empire Trophy at Oulton Park, setting a new lap record against competition from both Moss and Hawthorn. Late in the season Musy crashed his new 200S at Montlhery; while leading in the wet, he went over the banking and was killed.

Most of Maserati’s efforts went into the new 450S for 1957, but the 300S still managed some excellent results: second in the Buenos Aires 1000 kms, and at Sebring, third in the Swedish GP, fourth in the Mille Miglia and first in the Cuban GP. The car might have enjoyed a new lease on life in 1958, when there was a 3-liter engine limit, but Maserati’s parent company was in financial crisis and it withdrew from racing at the end of 1957.

Chassis 3057 was delivered to Benoit Musy in 1955 and on May 8th he used it to win his class in the Belgian Sports Car GP at Spa. Musy was an ex-motorcycle racer who favored Maseratis. He did not undertake a large program of events, but he was good enough a driver to be included in the Maserati works team for the 1954 Tourist Trophy and the 1956 Swedish GP using this car.

After his death at Montlhery at the wheel of his 200S his widow sold chassis 3057 to the Angolan racing team – until civil war struck Angola there was a very active motor racing scene there. It was raced for some years until the engine was damaged, so typically someone tried to convert it to road use by fitting a V8. It was then abandoned until discovered by a Scandinavian enthusiast and rescued.

Thanks to Angola’s arid climate, the chassis and suspension were basically sound, as was much of the aluminum body. Church Green Engineering has done a superb job in bringing this important car back to life. The engine has been provided by renowned marque expert Cyril Embrey, while the transaxle, which is a full five-speed unit, was supplied by Jack Knight Engineering. With this specification the car is ideally set up for historic racing on today’s faster circuits.

Coys auction house reports an intriguing rumor that the car’s former mechanic in Angola is now living outside of Lisbon and may have the original engine. This information comes from a Portuguese journalist who is continuing the search.

The Maserati 300S is one of the most desirable of all 1950s sports-racing cars, and chassis 3057 has an excellent contemporary competition record. Finished in red with a broad white strip down the middle, it is in absolutely superb condition. Most of all, though, its history speaks for itself:

1955 Swedish Grand Prix, 5th 1956 British Empire Trophy, Oulton Park, won heat for large sports car, new lap record 85.68 1956 Aintree, Ken Wharton driving, 6th 1956 Silverstone, Daily Express Trophy, 5th 1956 Chimay, Grand Prix des Frontieres, 1st 1956 Porto, Portuguese Grand Prix, 3rd 1956 Les Sables d’Olonne Grand Prix, 1st 1956 Bali Grand Prix, 5th 1956 Swedish Grand Prix (Works entry), retired

Maserati Sports Racers represent an era of technological dominance for the Italian firm far removed from the DeTomaso ‘frequent burner’ BiTurbos most Americans are familiar with.

This 1955 Maserati 300S Review and Buyer's Guide appeared in the August, 1995 Issue of Sports Car Market Magazine.