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

Maserati 3500GT

The 3500GT, introduced in 1957, replaced the A6G54 in production and over the following few years radically increased the production volumes of Maserati. Both the chassis, still tubular with independent front suspension and a live rear axle, and the engine, still a dohc in-line six, were new. The latter showed more difference to its predecessors, being a derivative of the 250F GP car engine with a displacement of 3485cc, two spark plugs per cylinder and a power output of 220bhp.

As usual the bodies were built by various coachbuilders, the majority being aluminium bodied coupes by Touring or steel bodied convertibles (with a reduced wheelbase) by Vignale (although Bertone, Allemano and Frua also contributed some examples). One-offs were built by Moretti, Boneschiand Touring. The car continued to be developed, in 1959 front disc brakes were introduced and shortly afterwards a five-speed gearbox became available. Fuel injection followed in 1961, the car becoming the 3500GTI and the engine increasing in power to 235bhp. Several small changes were also made at this time, such as a re-routed exhaust system, disc brakes all round, deletion of the front fog lights, revised indicators and rear lights etc.

In 1963 Vignale introduced a completely new 2+2 coupe bodystyle (steel with alloy bonnet and bootlid) on the shorter spider chassis, which was initially called the 3500GTIS but then became known as the Sebring. This had disc brakes on all four wheels and a five speed transmission. The engine gradually increased in size, first to 3.7 litres with 245bhp and then to 4.0 litres with 255bhp. In 1965 a minor facelift was carried out which involved redesigned front and rear lights plus some other detail design changes. Air conditioning and automatic transmission were added to the options list.

About 1,980 3500GT and 3500GTI cars were produced until 1964, plus 245 Spiders, whilst 601 Sebrings were built (348 series I and 243 series II) with production ending in 1969.

Technical Details 

Engine	3485cc (86x100mm) dohc twin-plug straight 6 with 220bhp @ 5,500rpm     later with 235bhp @ 5,800rpm when fitted with Lucas fuel injection 3692cc (86x106mm) dohc twin-plug straight 6 with 245bhp @ 5,500rpm 4012cc (88x110mm) dohc twin-plug straight 6 with 255bhp
Suspension	front : Independent with wishbones and coil springs rear : live axle with leaf springs wheelbase : 2,600mm track (front/rear) : 1390mm/1360mm
Brakes	front : drums, discs from 1959  rear : drums, discs on Sebring
Transmission	4 speed manual (5 speed in Sebring and optional in others) ZF unit automatic available as option
Steering	Worm and sector
Kerb weight	1300kg 1962 model : 1350kg Sebring : 1200kg

Maserati A6

The first Maserati designed specifically for the road, the A6 began to take shape in 1941 during the war. In 1946 the first prototype was driven, in 1947 the official car debuted at the Turin Motorshow and it entered serious production a year later. With the body designed and built by Pinin Farina, Maserati concentrated on the engine, chassis and mechanicals.

These comprised a tubular steel frame, wishbone front suspension and a live axle at the rear. The engine was an all-aluminium in-line six cylinder unit of 1488cc capacity, with a single carburettor (three were available as an option) and power output of 65bhp. A total of 61 of these cars, in both coupe (mostly) and convertible style, were produced until 1950.

Work soon started on a more powerful version of the new car. Needing a larger engine, a new cast iron (Ghisa in Italian, hence the G in the name) block was utilised and the car, introduced in 1951, was named the A6G (sometimes referred to as the A6G2000). The resulting engine had a capacity of 1954cc and produced 100bhp, but still had only one camshaft and only 16 were built (with bodies by Vignale, Frua, Pinin Farina and Zagato) before the next development took over.

This was the A6G54, which arrived in 1954 (hence the name). The chassis was effectively the same as the A6G, whilst the engine was derived from the current Maserati formula two powerplant (changes included a chain drive for the camshafts rather than the gears used in competition and the replacement of the dry sump lubrification with a conventional sump based system). It was still an in-line six, but now displacing 1986cc with two plugs per cylinder and generating 150bhp. Despite reverting to an alloy block the G was kept in the name. The chassis was constructed by Gilco (apart from the first development one which was built in house) in order to reduce the workload of the factory. Both the suspension and brakes were heavily influenced by the racing car.

A variety of coachbuilders produced bodies for the around 60 cars produced up until 1957, including Frua, Zagato and Allemano. The latter produced 21 coupés (the design was by Michelotti), known in-house as the Tipo C (the A and B were the Frua spider and coupé, the D the Zagato coupé). Many were known as the A6GCS, the CS standing for 'Corsa Sport'.

Technical Details 

Engine	A6 : 1488cc (66x72.5mm) sohc inline 6 with 65bhp @ 4,700rpm A6G : 1954cc (72x80mm) sohc inline 6 with 100bhp @ 5,500rpm A6G54 : 1986cc (76.5x72mm) dohc twin plug inline 6 with 150bhp @ 6,000rpm
Suspension	front : wishbones and coil springs plus anti-roll bar rear : live axle with coil springs (except A6G54 with leaf springs) plus anti-roll bar wheelbase : 2550mm track (front/rear) : 1274mm/1252mm (A6 & A6G) track (front/rear) : 1360mm/1220mm (A6G54)
Brakes	drums front and rear
Transmission	4 speed manual
Steering	Worm and sector
Kerb weight	A6 : 950kg A6G : 1100kg A6GCS : 740kg A6G54 : 840kg