Man Maths: Maserati Coupé GT

But as you might expect, given the nature of this series, the answer is rather more down to earth. Before I deliver the rather salivating price tag that even low mileage Maserati Coupé GTs command these days, it’s important to understand how this sensuous marvel came into being.

Maserati was not in a great place come the end of the 1990s. It had given the ancient Biturbo coupe more facelifts than Joan Rivers, and both Ghibli and Shamal were due for retirement – their lifted and plumped jowls unable to soldier on any longer. UK sales were barely out of single digits and a more desirable, more modern GT was needed.

The 3200 GT was launched at the Paris Motor Show in October 1998. It used the Shamal’s 3217cc twin-turbo V8, but the platform was all new and Giugiaro’s design featured the sensational boomerang-shaped tail-lights.

But the car couldn’t be sold in the US – the ancient, heavy biturbo engine falling well short of emissions requirements – and the 3200 GT struggled to make an impression against the comparably priced Porsche 911 (996) in Europe. The press reaction wasn’t too favourable either – our editorial director’s recollections, prompted by a rather lovely example spotted in a Travelodge car park, were forthright. ‘Terrible car’, he WhatsApped a crestfallen me, ‘the tail-lights were the best thing about it’.

But Maserati knew all along the 3200 GT was essentially a stopgap until the real deal was ready… the Maserati Coupé GT (known to most simply as the 4200 GT), revealed at the Detroit Motor Show in January 2002.

A heavy engineering development of the 3200 GT, the 4200 took the brand new 4244cc Ferrari F136 engine, whilst the duties of gear changing fell to Graziano rather than Getrag. The ‘box itself moved to the rear of the car for improved weight distribution – now 48F / 52R.

Sadly the boomerang tail lights were lost, a victim of US homologation requirements. But new adaptive ‘Skyhook’ dampers became available as an option, whilst the interior got improved materials, trim and revised seats.

Performance was certainly competitive, with the V8 producing 385bhp at 7000rpm and a lusty (for natural aspiration) 333lb ft at 4500rpm. 0-62mph was dispatched in 4.9 seconds, with top whack met at 177mph. Weight was rather svelte by modern (if not contemporary) standards, at 1620kg with fuel and fluids.

And the press was unanimous in its appreciation of the 4200 over its predecessor. ‘The improvement over the original 3200 GT is overwhelming,’ said Australia’s GoAuto, whilst Motor said ‘the note from the new 4.2-litre V8 is delicious’, and Autozine reported a 15 per cent gain in torsional rigidity over the 3200 GT, concluding it was a ‘much better car’.

So now to those scarcely believable prices, numbers that will send your Man Maths abacus into overdrive. Because as you might have guessed, we are not talking millions.

Right now there are four manual 4200s on Auto Trader, with prices ranging between £11,000 (private) and £15,950 (dealer). And these are not tired, leggy examples – my pick would be the one former owner, 41,000 mile silver over blue car listed at £12,995. Or maybe I’d find another five hundred quid for the gorgeous gunmetal over cream example.

I just have to say it again: with a little negotiation, you could put a mint, low miles, manual, cross-plane crank, naturally aspirated, Ferrari V8 clothed in a gorgeous Giugiaro body on your drive for twelve grand. Twelve grand.

Now of course that’s not to say it will be cheap to run. Clutches last about 25,000 miles and cost £3,000 to replace, while almost all Skyhook adaptive damper systems are now toast. Tired bushes will require new front suspension arms at £2,000 each, and expect £700 annual servicing at a minimum.

But it’s not all bad news; road tax falls in a reasonable band for pre-2006 cars, rust generally isn’t a problem, parts availability is good, and model-specific KW V3 coilovers will vastly improve ride and handling – one of the main criticisms of the car when new.

This is one thought experiment that has spent rather longer bubbling away in my head than it should have done. Mixing this spectacular and unlikely engine, those curves, a Graziano ‘box and that price tag has created a dangerously unstable compound. I implore you… someone, please, remove my Bunsen burner before it’s too late.