This car, Lot 221, sold for $386,631 (€332,500), including buyer’s premium, at Broad Arrow Auctions’ Cernobbio, ITA, sale, on May 17, 2026.
Maserati decided to abandon Formula 1 racing in 1957 due to financial difficulties. Following the departure, the company focused on producing road cars, something it had not seriously done since its inception in 1914. Chief engineer Giulio Alfieri used the legendary inline-6 racing engine as a basis for what would propel the next generation of vehicles from Maserati. The 3.5-liter engine had dual overhead cams, aluminum heads and block, and was fed by triple Weber carburetors.
The first production car was the 3500GT, introduced in 1957 as an elegant 2+2 grand tourer with coachwork from Carrozzeria Touring. In 1959, the convertible Spyder version of the 3500GT was launched. The chassis was shortened and the bodywork design was this time commissioned to Carrozzeria Vignale.
Vignale was again tapped to come up with a new design, this time for a 2+2 coupe based on the shortened chassis of the Spyder. The resulting Sebring was launched in 1962, still utilizing the 3.5-liter inline-6, but carburetors gave way to Lucas mechanical fuel injection.
More and merrier
Maserati was in no way done introducing new models, and in November 1963, at the Turin Motor Show, the Mistral was unveiled. Although it shared the same platform as its predecessors, the bodywork from Pietro Frua was more modern-looking. This was a true 2-seater with no hint of accommodating rear passengers. It was initially offered in coupe form with a rear window somewhat reminiscent of a Jensen Interceptor. This rear glass treatment is something people really like or really hate. Regardless of your feelings about the design, the Mistral was a well-built car. The fit, finish and quality of the materials were second to none.
In March 1964, at the Geneva Motor Show, the open-top Mistral Spyder was introduced. Instead of going to a different styling house, Maserati relied on Frua to design the Spyder. Essentially, it looked like a roofless coupe with a redesigned rear end; the controversial rear glass was gone. What remained is undoubtedly one of the most elegant cars to come from Modena.
I doubt Maserati made any money on the Mistral, as the construction method violated every mass-production practice that Henry Ford believed in. The chassis were fabricated at the Maserati factory in Modena, then shipped 200 miles to Maggiora near Turin. It made the stampings for the body and welded the main panels together. Then the body, along with doors and lids, was sent by truck to Officine Padane in Modena, which finished the body in and out, including paint, along with installing the interior, glass and trim. The body was again transported, this time across town back to Maserati, where the engine and suspension were installed and the car was given its final inspection. I can envision the sight of these painted Mistral bodies, without suspension and tires, on the back of trucks being transported across Modena.
Mistral Spyders used the inline-6 engine from prior models and were fitted with the Lucas fuel-injection system. Initially, displacement was 3.5 liters, later enlarged to 3.7 liters before the final, most-powerful 4-liter iteration.
Fueling faults
Mechanically, Mistrals are robust, except for two Achilles’ heels. The Lucas fuel injection relies on an electric pump to deliver just over 100 psi of fuel pressure to a fuel distributor. The Lucas pump is nicknamed “the bomb,” as it is a foot long and weighs 10 pounds! Not only does it deliver the necessary fuel pressure but also acts as a fuel regulator and filter. The problem is the pump motor can overheat, causing a drop in fuel pressure. Unlike cars with carburetors, where you can often limp along without proper fuel pressure, this injected engine comes to a complete stop. It seems Maserati recognized the problem, as many cars were fitted with dual pumps and a dash switch to select the working pump. Should “the bomb” decide to explode, there was hope that the second pump could continue the journey. Luckily, a Bosch alternative is available if the owner is not concerned with originality.
The second problem area is potentially more serious. Early Mistrals were fitted with a fuel distributor that relied on engine oil for lubrication. Gasoline contamination of the engine oil can happen with catastrophic results if one is not paying attention. Smelling the oil for gasoline and regular oil changes are recommended for cars with the early “wet” injection. Again, Lucas recognized the problem and later switched to using gasoline to lubricate the injection distributor.
I did own a 4-liter Mistral Spyder for 12 years, and it was a wonderful car. The fuel injection was never a problem, and I was not afraid to take it on long trips.
Advantage: buyer
Our subject car ticks all the right checkboxes. It appears to be in very nice condition, has the desirable 4.0-liter engine, is a later model with the more-reliable “dry” type of fuel injection and it even has the rare — although not the most attractive — hard top. I only wish the previous owners would have kept its original silver color, as the selected shade of green does not appear to be period-correct. This, of course, is a personal matter, and I am sure this car gets a lot of attention wherever it goes.
Prices of Mistral Spyders have been on the decline lately. Considering their rarity, elegance and usefulness, they represent a great buying opportunity at this time. Will the prices continue to drop, or will the market recognize the cars for what they are? We have seen a resurgence in analog wrist watches driven by a change in attitude towards technology, especially in the younger generation. Will the same spill over towards vintage cars? Only time will tell. This auction was a win for the purchaser. They got a rare and attractive car at a very reasonable price.
