Saleofcar.com :Maserati

Maserati Spyder (2002)
for sale

Price: US $28,500.00

Description:

ou want a nice Maserati? They don’t come any better than this. The 2002 Spyder utilizes the F136 R V8 belonging to the Ferrari/Maserati F136 engine family a version of which was used in the Ferrari 430 and later the Ferrari 458; it displaces 4244 cc engine and develops 390 PS (287 kW; 385 HP) at 7000 rpm with a peak torque of 450 N·m (332 lb·ft) at 4500 rpm. There are no signs of use under the hood as you would expect from such a low mileage car, with those gorgeous aluminum castings in factory fresh condition, trimmed in a stunning red paint. That intake in the hood is not just for decoration, but feeds dual throttle bodies much like the ram air cars of the ‘60s, although no Detroit V8 ever sounded like this.
Underneath, it’s equally spotless and beautifully turned out, as Maserati engineers know that when crafting such a machine, artistry matters. This one carries the automatic or CC (Cambiocorsa - Italian, meaning race change) using paddle shifters utilizing an electrohydraulic manual transmission that uses a Formula One-type gearbox with hydraulic operation and electronic management operated by F1-style paddles behind the steering wheel, similar to the system used in Ferrari vehicles. The system allows the driver to choose between four different operating modes: Normal, Sport, Auto and Low Grip. Each of these programs is selected by means of console-mounted buttons, corresponding to different types of operating mode. By switching between the Normal and Sport modes, the driver can select between different electronic stability control settings and different active suspension settings.
The transmission gearbox is located at the rear of the vehicle and is integrated in with the differential. This gives the Spyder a 48/52% weight distribution between the front and rear Axles. The exhaust system has been tuned as carefully as a violin to deliver just the right exhaust note, and massive brakes at all four corners are more than capable of slowing the Spyder from all speeds. The gorgeous multi-spoke alloy wheels are completely unmarked and wear 265/40/18 front and rear Michelin Pilot radials. Altogether, this is a street car with more performance than most drivers can extract from it, yet it will be perfectly comfortable cruising to and from your office on a warm summer day.
The Spyder has a light alloy double wishbone suspension. The rear suspension is fitted with a toe-in regulator bar which enhances the precision of the drive train and provides balanced cornering. The front suspension layout incorporates “anti-dive” features to prevent nose-diving when braking. The suspension system is completed by front and rear anti-roll bars.
Perhaps the most highly regarded option is a computer-controlled suspension damping system called Skyhook. This adaptive damping system uses coil-over shock absorbers and a set of six accelerometers that continually monitor the movement of the wheels and car body and transmits this information to a control unit. The vehicle's computer analyzes this data and coordinates it with the Cambiocorsa transmission and other Maserati safety systems. Skyhook then calculates, and recalculates, the data at least 40 times per second and instantaneously adjusts each shock absorber accordingly. When placed in the Sport mode, the suspension firms up for better cornering.
Inside every surface in the car is covered with an expensive layer of natural material, and the tan leather is so buttery smooth you can’t resist running your hands over it. There are almost no signs of wear, again testament to the careful maintenance and use this car has received, and for the most part every surface is as new. The roof is a soft-top convertible that is electronically operated by a pushbutton on the center console. The top automatically stows beneath a hard cover that sits flush with the body in front of the boot. Both deployment and stowage of the top takes about 30 seconds. Arch-type roll bars are provided behind each seat which are bucket style and are power adjustable and infinitely comfortable, without being confining or tight, just right for a cross-country trip. Everything works as it should, including the remarkably effective A/C and the stereo sounds awfully good, although nothing can compare with the engine’s soundtrack, I don’t care who you are.
The original sticker was close to 100, 000 is 2002, but is available today for a relative bargain, particularly considering its condition. Will this car turn into the next big thing? Probably not. But for an A-train ride that’s instantly recognizable anywhere in the world and performance that will bring a smile to every corner, it’s worth every penny
The Maserati Spyder was produced from 2001 to 2007. They have now been replaced by the GranTurismo. Due to the confusing nature of the names Maserati Coupé and Maserati Spyder (which could refer to any coupé or convertible Maserati has made) the Coupé and Spyder are both commonly referred to as the 4200 GT, which is an evolution of the prior model name and a reference to the increase in engine displacement from 3.2 L (3217 cc) to 4.2 L (4244 cc)
Almost as soon as it was introduced, the Spyder was selected by Forbes as the Best GT for 2001. Below is a extract from the article published in the magazi
Driving The Spyder
Di Montezemolo has a great way to sum up the Spyder. He says he wanted to build a car “where the driver is the protagonist.”
You’ll start to know what that means when you climb aboard the Spyder, which has a close-fitting cockpit, but not a tight one. Taller drivers can get inside with ease, and the car isn’t scraping the ground, so you don’t have to lower yourself into the quarters like you’re clambering into a two-man submarine.
Inside, note the nifty retro font for the gauges (designed by watchmaker Jaeger) and the imminently straightforward climate and radio controls. Di Montezemelo insists that gadgets in cars should enhance driving, not distract from it.
Once at home behind the leather-wrapped wheel–there is in fact leather across the dash and pretty much anywhere you touch, save on the air vents and other controls–you’ll note the lack of a traditional manual shifter. You can get one if you like, a six-speed, but the “Cambiocorsa” paddle-shift system (two L-shaped wings behind the wheel) is a lot more fun.
The Cambiocorsa, made by the same folks who do the F1-style transmission of the Aston Martin Vanquish, works like a manual, but with an automatic clutch. That is, there’s no clutch pedal, just a throttle and brake. Tick the left paddle and the car downshifts; grab the right and the car upshifts. Put the car into Sport mode and the shifts arrive more briskly, and the adaptive “Skyhook” suspension stiffens considerably. Or you can drive the car like an automatic, letting the engine upshift automatically, which is the way to tool around town in this car.
But get the Spyder out on the open road and your senses have a little war over which is more fantastic, the sound of the V-8 (rumbling purr at idle; a fantastic, urgent scream at redline), or the perfect instance when steering, suspension and transmission all team up to fling you with perfect poise around a hairpin turn with just a whisper of tire squeal.
Too much traction control and that tire noise might be squelched, but as di Montezemelo put it, any technological application for safety reasons is fine, but when it starts to interfere with “the emotion of driving, that is not the Italian way to build cars.”
In fact, we would say that the Sport setting of the Spyder can get rough on less than perfect pavement, and the Spyder is far more enjoyable with the suspension in standard mode, but with traction control off. This lets the back end slide around more easily on throttle inputs, so you can scoot through turns, and because this car is so perfectly balanced on all four 18-inch wheels (with low 35-series tires at the rear and 40-series in front), there’s never one of those cold-sweat moments where you wonder whether you’re about to launch off into the woods.
Di Montezemolo has specifically stated that the Spyder should be a car you could drive daily and with pleasure–and that this would be key for the American buyer. The reason: Maserati sees the Mercedes-Benz CLK55 AMG, the new $84, 465 SL500 and the Jaguar XKR as competition. All of these cars are easy to drive daily (although Maserati officials are quick to point out that neither Jaguar or Mercedes makes sports cars; “they make luxury cars, ” di Montezemolo says). But one competitor, Porsche , will be less easy to slight.
The latest 911 engine is even more potent, and even the non-Turbo is brutally fast, but easier than ever to drive day in and out. Still, the V-8 of the Maserati is more engaging to the ear than the boxer-style six in the Porsche, and the Italians will have novelty on their side, at least in the near term.
Looks Good Standing Still
Maserati lets you do something that you can’t do with a Porsche: get a custom interior and paintjob from the factory. Have a favorite pair of shoes? They can make the leather seats to match them. And if the chrome bezel of your grandfather’s pocket watch is the color you want for the paint, Maserati will happily mix pigments until you’re happy. This will cost a bit extra (bespoke prices haven’t been set as of this writing), but you could still get three Spyders for the price of a custom-painted Bentley
Steve or Kevin 972 820 0260
_{update: 2016-04-18}