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.

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)

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.

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)

FERRARI 375

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

Maserati Ghibli

Introduced at the Turin Motorshow in 1966 (on the Ghia stand) and entering production a year later, the Ghibli (Tipo 115) was based on a shortened Mexico chassis (which was itself a shortened Quattroporte chassis). Various other modifications were also made to the chassis including extra members to increase the stiffness, although the suspension layout remained the same, including the live rear axle and leaf springs. The engine, still a 4.7-litre V8 had its power increased to 340bhp.

A new two door body with accomodation for 2+2 was designed by Giugiaro, working at Ghia. The bonnet line was kept low by using a dry sump for the engine and pop-up headlights. As well as the coupe there was a convertible also designed by Ghia which was introduced in 1968. The latter was also available with a hard-top, whilst in that same year an automatic transmission became available in both versions. This was followed in 1970 by the introduction of the Ghibli SS which had a 4.9-litre engine with 355bhp.

Production ended in 1973 by which time some 1,149 Ghibli Coupes, 125 Spyders and 25 Spyder SS's had been constructed.

Technical Details 
 

Engine	4719cc (94x85mm) V8 quad cam with 340bhp @ 5,000rpm 4930cc (94x89mm) V8 quad cam with 355bhp @ 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 : 2550mm track (front/rear) : 1440mm/1420mm
Brakes	ventilated discs all round servo assistance, dual circuit
Steering	Worm and sector (power assistance optional)
Transmission	5 speed manual (3 speed automatic available as option) dry, single-plate clutch
Kerb weight	1530kg

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.

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

Maserati Quattroporte

The Quattroporte (Tipo 107), when it was introduced at the Turin Motorshow in 1963, was unique in being a four door saloon 'supercar', as well as being the first four door Maserati. Having seen the success of the 5000GT, effectively a built-to-order super saloon, Maserati realised the customers for such a car were out there.

Another redesign of the V8 race engine to improve its reliability and practicality saw Maserati come up with a 4.2-litre version, with chain drive for the four camshafts, one spark plug per cylinder and fuelling by four Weber 38DCNL carburettors. A front subframe, rubber mounted to the body, carried the engine and double wishbone front suspension (by Alford & Alder) whilst a de Dion rear susension layout was used. Girling discs were installed all round, inboard at the rear. For the first time, a Maserati used unitary construction, the welded steel bodyshell replacing the traditional tubular chassis. The relatively restrained design was by Pietro Frua.

As befits such a car, a full leather interior was standard, and electric windows, air conditioning and other luxuries were also available.

In 1966 (Tipo 107A) the de Dion rear suspension was replaced by a more conventional Salisbury live axle installation and the 4.7-litre engine from the Mexico was offered as an option. The headlights adopted twin round lenses on each side (rather than the earlier rectangular units), the cockpit was revised, the wheels updated and a variety of other changes were made at the same time.

The production cars were built by Vignale, who made 259 of the early cars and 529 of the later, the 4.7-litre engine only being used in a small number (about 110) of the latter part.

Technical Details 

Engine	4136cc (88x85mm) quad-cam V8 with 260bhp @ 5,000rpm 4719cc (94x85mm) quad-cam V8 with 290bhp
Suspension	front : independent with double wishbones and coil springs rear : de Dion with coil springs (later live axle with leaf springs)
Brakes	Girling discs all round, inboard at rear
Transmission	5 speed ZF manual (3 speed automatic available as option)
Kerb weight	1700kg

Maserati 5000GT

The 5000GT (Tipo 103) came about as a result of the tragic fire at the World Sports car Race in Venezuela which destroyed much of the Maserati team and led to their withdrawal from motorsport. This left them with a number of 5-litre V8 racecar engine which they decided to fit into a 3500GT chassis, supposedly persuaded to do so by the Shah of Iran.

The result debuted at the Turin Motorshow in 1959 as the 5000GT, with 325bhp, front disc brakes, 3500GT suspension, Weber 45IDM carburettors and a four speed gearbox. Later cars received fuel injection (which took the power up to 340bhp), a five speed transmission and disc brakes all round.

Only 34 cars were built, with the bodies constructed by a variety of coachbuilders up until 1964. Most (22) of them were built by Allemano with others by Touring, Frua, Bertone, Michelotti, Vignale, Monterosa and Pinin Farina. No two cars were the same with styling differences, specification differences and internal trim and options differences.

Technical Details 

Engine	4941cc (94x89mm) dohc twin-plug V8 with 325bhp (later 340bhp with fuel injection)
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) : 1390mm/1360mm
Brakes	front : disc  rear : drum (later discs)
Transmission	4 (later 5) speed manual twin-plate clutch
Steering	Worm and sector
Kerb weight	1652kg