Istorijat Maseratija

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Maserati Mexico

The Mexico (Tipo 112), first shown in prototype form at the Turin Motorshow in 1965 (final design shown at Paris the following year), was a replacement for the 5000GT based on the Quattroporte mechanicals. It used a shortened chassis from the latter car, and the same 4.2 or 4.7-litre quad cam V8 engines. The body was an all new 2-door 4-seat coupe design by Vignale (actually penned by Michelotti), with ample room for the rear passengers. The steel body panels were welded to the oval tube frame, with a front subframe supporting the engine. The suspension was the same as the later Quattroportes, that is with wishbones at the front and a live rear axle with leaf springs whilst the brakes used ventilated discs all round for the first time on a Maserati.
In keeping with its market position features such as full leather interior, wooden dashboard, electric windows and air-conditioning were all standard. A five-speed manual gearbox was standard, with a three speed Borg-Warner automatic unit optional. Fifteen inch wire wheels were also standard,
A series of minor improvements were made in 1970, including changes to the external door handles, seats, instruments plus some tweaks to the engine such as the adoption of electronic ignition.
Production started in 1966 and continued until 1972 by which time around 485 examples had been built.

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Technical Details

Engine-4136cc (88x85mm) dohc 90deg V8 with 290bhp @ 5,200rpm 4719cc (94x85mm) dohc 90deg V8 with 300bhp @ 5,000rpm
Suspension -front : independent with double wishbones and coil springs plus anti-roll bar rear : live axle with leaf springs plus anti-roll bar wheelbase : 2640mm track (front/rear) : 1390mm/1360mm
Brakes-ventilated discs all round with servo assistance
Transmission-5 speed manual (3 speed automatic available as option) dry, single-plate clutch
Steering-Worm and sector (power assistance optional)
Kerb weight-1500kg

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Maserati Indy

Following the proven mechnical recipe of a big V8 mounted at the front , the Indy (Tipo 116) was first introduced on the Vignale stand at the Turin Motorshow of 1968, the official launch being reserved for the Geneva show the following year. Replacing the Mexico as the marques 2+2 coupe, the Indy had a new body designed by Vignale and was generally more overtly sporting than the Mexico, both in the external styling (with the sleek retractable headlights, which gave the car an aggressive look when extended) and the interior, where wood gave way to leather for the dashboard which was overall more sporty.
At launch it was fitted with the 4.2-litre engine with 260bhp, but in the following year this was joined by the 4.7-litre unit with 290bhp. From 1971 both these units were repalaced by 4.9-litre with 300bhp, whilst 1973 saw modifications to the gearbox, dashboard and the intorduction of a Citroen style braking system. Air conditioning also became standard. Options included power steering and an automatic gearbox
A total of 1,136 examples were produced until 1974 when production ceased.

Technical Details

Engine-4136cc (88x85mm) quad-cam 90deg V8 with 260bhp @ 5,200rpm 4719cc (94x85mm) quad-cam 90deg V8 with 290bhp @ 5,500rpm 4930cc (94x89mm) quad-cam 90deg V8 with 300bhp @ 5,500rpm
Suspension-front : independent with double wishbones and coil springs plus anti-roll bar rear : live axle with leaf springs plus anti-roll bar wheelbase : 2600mm track (front/rear) : 1480mm/1430mm
Brakes-ventilated discs all round servo assistance, dual circuits
Transmission-5 speed manual (3 speed automatic available as option) dry, single-plate clutch
Steering-Worm and sector (power assistance optional)
Kerb weight-1500 (Indy 4900 1650kg)kg

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Maserati Mistral

Introduced as a prototype (called simply 'Due Posti') at the Turin Motorshow of 1963, the Mistral (internally the Tipo 109) was a further development of the 3500GT. A shortened and stiffened chassis (using square section tube) was fitted with larger 3.7-litre dohc all-aluminium six cylinder in-line engine (the prototype used the smaller 3500 unit from its predecessor) and a completely new coupe body. At Geneva in the following year the Spider or Convertible version was introduced, which continued to use the 3.5-litre engine from the earlier car. Both cars entered production in 1964.
Both bodies were designed by Frua and built by Maggiora, using light aluminium alloy for the panels (except the rear wings of the Spider which were steel), as well as glass for the large hatchback, which covered a luggage area, the Mistral being a strict two-seater. For the spider there was also available a metal hard-top which included an inclined rear window and small butresses.
Mechanically the Mistral was a refined 3500GT with a similar suspension layout, Girling disc brakes all round (dual circuit with assistance), a Salisbury differential (an LSD was optional) and a similar (shortened) tubular chassis. In 1966 a version using a 4-litre development of the same engine was introduced. Later versions of th Spider used first the 3.7 and then the 4.0-litre engines. All variants used a Lucas fuel injection system and most were produced simultaneously, the smaller engined cars being built alongside the more powerful variants.
The Mistral entered production in 1964 and remained so until 1969, by which time 830 coupes (532 with 3.7-litre and 298 with 4-litre engines) and 125 spyders (65 with 3.5-litre, 20 with 3.7-litre and 40 with 4-litre engines) had been produced.

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Technical Details

Engine-3485cc (86x100mm) 6 cyl dohc twin-spark with 235bhp @ 5,500rpm (Spider) 3692cc (86x106mm) 6 cyl dohc twin-spark with 245bhp @ 5,500rpm 4012cc (88x110mm) 6 cyl dohc twin-spark with 255bhp @ 5,200rpm
Suspension -front : Independent with double wishbones and coil springs plus anti-roll bar rear : live axle with leaf springs plus anti-roll bar wheelbase : 2,400mm track (front/rear) : 1390mm/1360mm (rear track 1364mm on 4-litre versions)
Brakes-discs all round dual hydraulic circuit with assistance handbrake operating on rear wheels
Steering-worm and sector
Transmission-5 speed manual ZF unit (optional automatic) Salisbury diff, optional self-locking unit
Kerb weight-1430kg (3.7 coupe)

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Maserati Bora

Helped by funding from the new owners, Citroen, the Bora (Tipo 117) debuted at the Geneva Motorshow in 1971. A completely new design, it followed the trend of designing mid-engined sportscars with a quad cam alloy 4.7-litre V8 (with four twin choke Weber DCNF carburettors) mounted longitudinally behind the occupants and bolted to a ZF transaxle. It also featured independent suspension (double wishbones) all round, for the first time on a Maserati. Other novel features included Citroens no-travel braking system and the same companies hydraulic seat and pedal adjustment and headlight raising arrangement.
The body was designed by Giugiaro, now at Italdesign, whilst the chassis was again unitary (a combination of square-section tubular elements and sheet) with subframes front and rear carrying the front suspension and engine/transmission/rear suspension respectively. A few of the first cars had aluminium bodies.
From 1975 a 4.9-litre engine was fitted (for the US market, this came to Europe in 1977), and despite a lack of further development (due to financial difficulties) production continued until 1979. A total of 571 examples were built.

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Technical Details

Engine-4719cc (93.9x85mm) quad-cam V8 with 310bhp @ 6,000rpm 4930cc (93.9x89mm) quad-cam V8 with 330bhp @ 5,500rpm
Suspension -front : double wishbones with coil springs plus anti-roll bar rear : double wishbones with coil springs plus anti-roll bar wheelbase : 2600mm track (front/rear) : 1474mm/1447mm
Brakes-ventilated discs all round Citroen high pressure (no-pedal-travel) system
Transmission-5 speed manual ZF unit, limited-slip differential dry, single-plate clutch
Steering-Rack and pinion, 3 turns lock to lock
Kerb weight-1520kg (42% front, 58% rear)

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Maserati Merak

Basically a re-engined and slightly restyled Bora, the Merak (Tipo 122) long outlasted the latter and was built in considerably greater numbers. The quad cam 3-litre V6 engine and 5 speed manual transmission were units designed by Maserati for the Citroen SM. Other Citroen influences were the dashboard and the no-travel braking system (and hydraulically assisted clutch actuation).
The design differed from the Bora in having open flying butresses at the rear and a slightly different front end. There was also more room internally due to the reduced length of the engine. The similar weight, however, meant that the Merak lost some of the outstanding performance of the Bora.
A 2-litre variant, the Merak 2000GT, was also produced for the Italian market (for tax break reasons) and in 1975 the Merak SS was introduced. This used a more powerful engine, now with 220bhp and disposed of the Citroen dashboard (replacing it with the Bora unit) and braking system.
Production finally ended in 1983 after 626 Merak, 993 Merak SS and 190 Merak 2000GT examples had been built.

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Technical Details

Engine-1999cc (80x66.3mm) quad-cam V6 with 159bhp @ 7,100rpm 2970cc (91.6x75mm) quad-cam V6 with 190bhp @ 6,000rpm (later 220bhp @ 5,800rpm)
Suspension -front : independent with double wishbones and coil springs plus anti-roll bar rear : independent with double wishbones and coil springs plus anti-roll bar wheelbase : 2600mm track (front/rear) : 1474mm/1470mm
Brakes-discs all round Citroen hydraulic no-pedal-travel system
Transmission-5 speed manual single, dry-plate clutch
Steering-Rack and pinion
Kerb weight-Merak SS : 1,400kg (41% front, 59% rear)

Buying

Things to check if inspecting a potential purchase :
1. Check the front windscreen for delamination (upper corners)
2. Check for corrosion on the front inner wings/wheelarches (inside the front luggage space), rear edge of front wing (contains boxed section), door bottoms (are drain holes plugged ?), sills (especially at rear end and fuel tanks within).
3. Check for correct engine, SS has six nuts for the cam-cover, normal engine only five.
4. Check oil pressure, about 7 bar cold and 1-2 warm. 4-5 bar on revving hot engine.
5. Check for exhaust smoke on over-run, vave guides wear.
6. Check for not excessively rattly timing chains.
7. Check gearbox for excessive whine, clutch for slip and second gear synchro for smooth shift.
8. Check the hydropneumatic system by running the engine until the dashboard warning lights goes out. Then raise and lower the headlights (which use the same system) until they no longer move. They should raise and lower at least six times, otherwise the accumulators need reconditioning.
9. All trim items are difficult/impossible to obtain, so check for completeness.
10. Check that the handbrake is not seized and that the car brakes in a straight line.

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Maserati Khamsin

Designed to replace the Indy, and also partially the Ghibli, the Khamsin (Tipo 120) was first shown at the Turin Motorshow in prototype form in 1972. Mechanically the new car borrowed heavily from the Indy, using a conventional front mounted V8 driving the rear wheels layout, with the relatively new-to-Maserati independent double wishbone suspension all round. The body, a 2+2 coupe, was designed by Gandini, then working at Bertone. Citroens influence included the use of high pressure (2,500psi from an engine driven pump) hydraulics for seat adjustment, pop-up headlight raising, power steering, clutch and feel-free brakes.
Unfortunately, a neat design and good performance were not enough to make the Khamsin the success Maserati needed. The Citroen influenced steering and brakes, combined with an oil crisis and resulting high fuel prices, on top of an extremely high price meant few new cars found homes. Production was delayed and first began in 1974, and by the time production stopped in 1982 only 430 examples had been built.

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Technical Details

Engine-4930cc (93.9x89mm) quad-cam V8 with 320bhp @ 5,500rpm fuelled by four Weber 42 DCNF 6 carburettors
Suspension-front : independent with double wishbones and coil springs plus anti-roll bar rear : independent with double wishbones and coil springs plus anti-roll bar wheelbase : 2550mm track (front/rear) : 1440mm/1470mm
Brakes-discs all round Citroen hydraulic no-pedal-travel system
Transmission-5 speed manual (3 speed Borg Warner automatic available as option from 1975) Limited slip differential optional Tyres : 215/70 VR15 front & rear
Steering-Rack and pinion With Citroen hydraulic power assist (and self-centering), 2 turns lock to lock
Kerb weight-1680kg

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Maserati Quattroporte II i III

Citroens increasing influence led to the development of a new four-door saloon, or Quattroporte II. This used the engine, transmission and suspension from the Citroen SM (ie a front wheel drive V6 !) allied to a Bertone designed body together with Citroens hydraulically powered steering and brakes. Five examples were made before new ownership (now De Tomaso) brought about a change of direction and the donation of another car to use as a starting point. The De Tomaso Deauville now provided the chassis and much of the running gear, but at least it was a rear wheel drive V8 in the Maserati tradition.
Originally using a 4.2-litre example of the V8, this was later upgraded to a 4.9-litre unit. The final version was called the Royale and featured a more powerful engine, 53 examples were built. Production continued until 1988, by which time Maserati had produced around 2,088 cars.

Technical Details (series III)

Engine-4136cc with 255bhp 4930cc (93.9x89mm) with 280bhp (later 300bhp)
Suspension -front : independent with double wishbone and coil springs rear : transverse and longitudinal arms with coil springs
Brakes-discs all round
Transmission-5 speed manual or 3 speed automatic
Kerb weight-Quattroporte II : 1300kg Quattroporte Royale : 2100kg

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Maserati Kyalami

Following the takeover of Maserati by De Tomaso, the next 'new' model was to be a reworked De Tomaso design, the Longchamps. This was a large, steel bodies two-door 2+2 coupe. Apart from the use of a Maserati quad-cam V8 the changes were mainly cosmetic such as a new grille and lights. Introduced in 1976 with the 4.2-litre engine, it later gained the 4.9-litre unit.
Success was not forthcoming and production stopped in 1983 after only 198 examples had been built (124 with the 4.2 engine and 74 with the 4.9 unit).

Technical Details

Engine-4136cc (88x85mm) quad-cam V8 with 260bhp @ 5,500rpm 4930cc (93.9x89mm) quad-cam V8 with 280bhp @ 5,600rpm
Suspension-front : independent with double wishbones and coil springs plus anti-roll bar rear : independent with double wishbones and coil springs plus anti-roll bar wheelbase : 2600rpm track (front/rear) : 1520mm/1520mm
Brakes-ventilated discs all round
Transmission-5 speed manual or 3 speed automatic
Steering-Rack and pinion with power assistance
Kerb weight-1790kg

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Maserati Biturbo

Launched in 1981 the Biturbo was a completely different product for Maserati, but proved successful and adaptable. A small capacity (1996cc) V6 was coupled to two turbochargers (hence the name) and mounted in the front driving the rear wheels. A rather conservative and boxy in-house designed two-door body completed the package. Performance was brisk with the 2-cam, 18 valve (two inlet and one exhaust per cylinder), carburettor fuelled engine producing 182bhp. Later the engine (still with 3-valves and carburettors) was taken out to 2.5-litres in capacity. Continuous development over the years has produced many variants, some of which are described below. A wide range of power outputs were obtained during the life of the engine by adding intercoolers, injection, catalysts etc.

2 Door models

The Biturbo S was the basic car with the addition of two intercoolers, one for each turbo. Producing 205bhp, it was recognisable by the two NACA intake ducts in the bonnet. Injection arrived in the form of a Weber-Marelli electronic fuel injection system in 1986 on the Biturbo i with 188bhp, and when fitted to the sportier S model, the Si 223bhp.
1983 saw a new version of the V6 emerge, now displacing 2.5-litres (actually 2491cc). Introduced in the Biturbo 2500, for export markets only, it produced 189bhp (196bhp in some variants). From 1984 this became available with a cataytic converter, in the Biturbo ES, and from 1987 with injection, the Biturbo Si 2500. Externally all these export models closely resembled the original Biturbo appearance and all had the original 2514mm wheelbase.
The 228 was introduced in 1986 and featured the longer 2600mm wheelbase of the 4-door cars as well as the new 2.8-litre engine (here with 255bhp). Attempting to take on BMW and Mercedes, the new car featured a richer equipment list (alloy wheels, power steering, central locking, electric windows, etc). From 1991 the wheelbase reverted to the shorter 2514mm and two versions were produced. The 222SR continued with a 3-valve single cam (per bank) engine (224bhp) whilst the 222.4V adopted a 279bhp four-valve, twin cam (per bank) engine.
The 222, introduced in 1988, featured two doors (the shorter wheelbase), two litres, two camshafts and 223bhp. In 1989 it received an extra camshaft per bank and an extra valve per cylinder (cyl head, complete engine), becoming the 2.24V with 245bhp. In 1992, its last year of production, it also received a facelift, adopting Shamal style lights alongside other detail improvements.
The Karif, introduced in 1988, was a two door coupe on the short (2400mm) wheelbase of Spyder. It used the three-valve, single cam (per bank) V6 with 248bhp (also available with a catayst and 224bhp). Only a very small number of these cars were built.
In 1990, the Shamal emerged. Using the short (2400mm) wheelbase and a significantly revised styling (though heavily influenced by the Karif), it had a new 325bhp twin-turbo V8 engine.
Also presented in 1990 (although deliveries began in mid-1991) was the Racing. Despite the name, it was only intended for street use. Externally similar to the original Biturbo (with the same 2514mm wheelbase) except for the Shamal style front end, it had a modified 4-valve, twin-cam, 2-litre engine with 283bhp. It also featured active suspension, developed by Koni.
Finally, in 1992, there arrived the Ghibli. The last of the variants, it was still recognisably a Biturbo.

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4 Door models

1983 also saw the Biturbo gain two additional doors. Combined with a wheelbase stretch of 86mm, the new 425, used the new 2.5-litre engine with intercoolers and 200bhp. Specifically for the Italian market, from 1985 the four-door car was fitted with the 2-litre engine. The resulting 420, had 200bhp. With similar modifications as the 2-door car, the 420S, 420i and 420Si were gradually introduced.
With all the mods of the 222, the 422, also introduced in 1988, was still produced only for the Italian market. With minor changes (ABS plus bigger tyres), this became the 4.18v in 1990, alongside the new 4.24v. This latter car used the shorter 2514mm wheelbase as well as the four-valve, twin-cam 2-litre V6 with 245bhp of the 2-door 2.24v. Production stopped in 1993.
The 430, introduced in 1987, was the first to feature the new larger (still 3 valve) 2.8-litre engine, in this application producing 248bhp. This also introduced watercooled IHI turbos which greatly improved their longevity, feeding through twin intercoolers. It also had a slightly revised design and was again facelifted in 1991 when it gained (amongst other changes) Shamal style headlights. A catalytic converter also became an option, reducing the power to 224bhp. At the same time the 430 4v was introduced, using the four-valve twin-cam engine with 279bhp.
The Quattroporte (fourth series) arrived in 1996 with either the 2.0 (287bhp) or 2.8-litre (284bhp) twin-turbo, twin-intercooler V6 engine, coupled with a Getrag six-speed gearbox (optional four-speed auto on 2.8 and 3.2 models). The chassis was further developed and the body heavily redesigned, including an additional 50mm in the wheelbase (up to 2650mm). In 1996 a 3.2-litre V8 (335bhp) derived from the Shamal unit was added to the range. With the takeover of Maserati by Ferrari, the Quattroporte was revisited, mainly in the interior which was significantly improved. The result was known as the Quattroporte Evoluzione. Production stopped in 2001.