CHAPTER FIVE dusted 0 the 420M (Eldorado) engine, bringing the bore down to 91 mm ( 3.58 ⅲ . ) so that it would come under the 4 litre limit, at 3994 cc, with retention of the 75.8 mm ( 2.98 ⅲ . ) stroke. This power unit delivered 360 hp at 7000 rpm in its original form. The following year, the Tipo 151 appeared with a new, lmproved version Of the Tipo 202 5-litre, with its output raised to 430 hp at 7000 rpm. Redesigned with chain-driven camshafts, coil springs instead Of hairpins 0 Ⅱ the valves, and numerous Other changes demanded for operation 1 Ⅱ customers' hands, this engine became a pro- duction unit in 1965 , and was first used in a four- seater coupé by Vignale. That was the prototype for the MexiC(), which in series production came equipped with the same 4.2 litre V8 (Tipo 107 ) as the Quattroporte. A point to bear in mind here is that the Tipo 107 engine had a four-bearing crankshaft, while the Tipo 202 and its derivatives came with a five- bearing crankshaft (one main bearing between each crank throw). The production version of the Tipo 202 marine- racing V8 was turned intO a car englne under the name 0f Tipo 115. lts 94 mm ( 3.70 in. ) bore was retained, but the stroke was shortened to 85 mm ( 3.35 in. ), bringing the displacement down to 4719 cc. lt was tuned to turn out 330 hp at 5500 rpm, and placed in the GhibIi. The Tipo 115 englne was in turn chosen as the power plant for the Bora. TO recapitulate, it was a smaller displacement production version of the 202 boat racing V8, a direct descendant of the 450S , which took its main features from the 200SI. The 107 V8 powering the Mexico and lndy stemmed from the same original source, but had gone a different route, via the 5000GT and the 104 (whose production reVIS10ns were made earlier). 78

CHAPTER FIVE t00 exclusive tO turn V8 englne production into a profitable operation. The Orsi family concluded that they must make a smaller V8 for use m several models. by mid- 1961 , Alfieri had designed a smaller version, Tipo 104 , with a four-bearing crankshaft and four chain-driven overhead camshafts. A four-bearing crank ? lt was just like a three-bearing design, with two crank throws paired 0 Ⅱ each side of the centre bearing, plus an outrigger bearing at the clutch end. This experimental unit had a bore and stroke of 85 x 85 mm ( 3.35 x 3.35 ⅲ . ) and a displacement Of 3858 cc. lt was never put into production, but it led to the development ofthe 4.2 litre V8 for the Quattroporte that was introduced in 1963. Having a bore and stroke of 88 x 85 mm ( 3.46 x 3.35 in. ), its displacement was 4136 cc. With a compression ratio of 8.5 : 1 and four Weber 38DCNL downdraught two-choke carburettors, it delivered 290 hp at 5200 rpm, with a peak torque of 260 lb ft. ( 37.5 mkg) at 4000 rpm. This engine was used in the Quattroporte until Guy Malleret ordered its production shut down in 1970 , and was also the standard power unit in the Mexico, beginning in 1966. ln the meantime, development of the racing engme, with gear-driven camshafts, had con- tinued, and several verslons appeared. TiPO 201 , a new marme verslon came out in 1962 , with 103 x 81 mm ( 4.06 x 3.19 in. ) bore and stroke, giving 5399 cc displacement. lt delivered 420 hp at 5500 rpm. ln 1963 another marine engine was ready, Tipo 202. lt was a 5-Iitre with 94 x 89 mm ( 3.70 x 3.50 in. ) bore and stroke ( 4941 (c). lts output was 330 hp at 6000 rpm. These were followed by two larger units, Tipo 59 and Tipo 62. Tipo 59 was a marine-racing V8 of 103 X85 mm ( 4.06 x 3.35 in. ) bore and stroke, giv- 74

CHAPTER FIVE ing 5657 cc displacement, which put out 520 hp at 7000 rpm. The biggest of the boat racing V8s was Tipo 62 , with 110 x 85 mm ( 4.33 x 3.35 ⅲ . ) bore and stroke, giving 6458 cc. lts output was 580 hp at 6000 rpm. Maserati was still very active 1 Ⅱ sports car prototype racing, and in 1961 Alfieri was experi- menting with a 3 litre V8 with 81 x 72 mm ( 3.19 x2.83 ⅲ . ) bore and stroke for the Tipo 63 / 1 car with centrally mounted engine. lt was con- ceived as two 150S engines put together the same way the 450S was created from two 200SI engines. The 3 litre V8 delivered 290 hp at 7500 rpm. The 3 litre engine was judged t00 small for the Tipo 151 racing coupé (Maserati's hoped-for answer to Ferrari's 250GTO) in 1962 , so AIfieri 76

CHAPTER ON 刊 as an underlying influence in the diverslon of the course taken by Maserati. When Maserati withdrew its offcial team from grand prix racing, the marvellous 250F was at the end Of its career, and Maserati had Ⅱ 0 direct replacement for it. A 12-cyIinder project for the l}-litre Formula One coming into effect in 1961 was not developed beyond the prototype testing stage. The lightweight, front-engined ebirdcage' Maseratis Tipo 60 and 61 , were no longer com- petitive 1 Ⅱ endurance raclng, and the success Of subsequent sports/racing prototypes, from Tipo 63 to Tipo 151 , was mediocre. Both Cooper and Maserati realised that the V12 3-litre was t00 bulky and t00 heavy to win grand prix races for very long. Concurrently with the dimming of raclng prospects for Maserati, the production car side was b100m ⅲ g. The 3500GT was rapidly being improved and refined, and the model range underwent what, for a factory producing less than 1000 cars a year, amounted to a veritable pro- liferation. Maserati added the 5000GT in 1959 , the MistraI in 1962 , the Quattroporte in 1963 , the Mexico in 1965 , and the Ghibli in 1966. ln a carefully timed overlap, based on economlc use of tooling and other resources, the 5000GT was phased out in 1964 and the 3500GT in 1966. Because Alfieri had a quick grasp of industrial and marketing considerations, and was able tO apply them in technical terms tO the nature and character Of Maserati touring cars, hiS general feeling about cars matured side by side with the subtle redirection of priorities 1 Ⅱ new-model planning, design, and execution. lnevitably, the Bora bears the mark of this part-mental, part- metal change in emphasis—moving away from raw, noisy horsepower and towards more civilized highway travel. 16

REASONS FOR THE CENTRAL ENGINE Maserati's commercial director, Ald0 TarruS10, The 0 ケ 0 ~ 〃イ combined al ん ors 0 er u,' ん Giulio Alfieri, Guy MaIleret and two other French r レ〃〃 g gear, w 〃ん Citroén representatives. remarkable results AIfieri told me that until that time, he had been a partisan Of the front-mounted engine. He had designed chassis with centrally mounted englnes for racing cars, beginning with Tipo 63 ⅲ 1961 , but felt that for touring cars, the engine belonged in 仕 0 Ⅱ t. He still maintains that for a proper 2 十 2 seating arrangement, the engine must stay up front. Reflecting upon the suggestion for a two-seater with the engine behind the seats, Alfieri took a number Of exterior factors intO account. Maserati needed tO show the world that its engineering was not stagnant. Naturally, a number of different ways Of making such a demonstration could be proposed. The most direct approach, and the one likely to be best understood by the public, went through a new product.

Lamborghini 12 , 22 , 38 , 98 , 102 Miura 22 Urraco 99 , 102 Lancia Aurelia/Flamin1a 52 64 94 65 94 180 48 202 78 , 80 M as erati, Bindo E ttore 19 Ernesto 19 Mercedes-Benz Milan 30 D50V8 34 , 52 Lotus 99 MV Agusta 34 MaIIeret, Guy 17 , 21 , 74 , 114 Maranello 98 , 115 Maserati 150S 62 , 76 200SI 60 , 63 , 76 250F 16 , 62 300S 64 420M Eldorado 73 , 78 450S 64 , 73 , 75 2000CGS 29 2000GT 13 3500GT 13 , 16 , 46 5000GT 16 , 73 Tipo 59 74 Quattroporte 16 , 47 , 52 , 74 Mexico 27 , 47 , 74 Khamsin 49 lndy 15 91 39 , 42 , 43 , 56 , 60 , 82 , 88 , Ghibli 15 , 27 , 28 , 36 , 37 , 19 48 , 96 MiIIe MigIia 31 , 75 Mimran, Jean-Claude 98 Patrick 98 Modena 12 , 17 , 18 , 91 Monteverdi, Peter 22 , 99 Monteverdi Hai 22 , 38 Moss, Stirling 31 NSU Motorenwerke Nuova Lamborghini Nürburgring 63 Nuvolari, Tazio 35 OPEC 97 , 113 20 8 60 61 62 63 16 16 74 , 76 94 Offcine Alfieri Maserati 35 Offcine Padane Modena 37 Offcine Stampaggi lndustriali (OSI) 119 Orsi, Adolfo 18 , 73 , 113 Omer 18 , 19 , 20 , 31 , 116 Osca 62 Paris Show 17 , 97 Peugeot 91 Pininfarina 38 Pollio, Aurelia 35 Porsche 25 , 94 911 25 , 96 928 25 RoIIs-Royce Phantom III 8 Sant'Agata B010gnese 12 Sbarro 38 Scania Vabis 87 Sebring 55 Swedish GP 64 Tarrusio, Aldo 21 , 116 Thepenier 91 , 92 Torre, lnge. 30 Tour de France 29 Triumph TR4 96 Turin 98 , 122 Varzi 35 Viale Ciro Menotti 34 , 73 , 84 , 120 Via Emilia Ovest 84 Volvo 91 135

CHAPTER FIVE C01n1 れ on practice among manufacturers Of exotic cars whO cannot justify the cost Of designlng, developing, and producing their own gearboxes, differentials, steering gear, and so 0 Ⅱ , Maserati also used ZF gearboxes in its front-engine models, SO it was natural that Alfieri and the engineering staff should turn to ZF when the Bora was being planned. Maserati had not built its own trans- misslons since the days Of the 2 litre production models. Because Of em1SS10n-control standards and safety regulations, the standard Bora could not legally be imported into the United States. A special version Of the Bora was developed for the American market ⅲ 1972 / 73 , with extra bumpers and a de-polluted engine. Emission-controI de- vices had the unfortunate effect 0f causing a loss 1 Ⅱ power output, and tO compensate for any lack in that department, Maserati decided to use a larger engine. Since the 4.7 litre had been derived from a bigger engine, that was no problem. There was room tO bore it out a bit and keep the same crankshaft. But the diffculty with that solution was that a big bore was not conducive tO a clean exhaust. The resulting quench area would be quite important, and could leave a ring Of unburned end gas all around the combustion chamber. A much better solution would be to lengthen the stroke, keeping the combustion space as compact as possible, while adding t0 the amount of combustion alr mixed with the fuel. Con- sequently, Alfieri returned t0 the 94 >< 89 mm ( 3.70 x 3.50 in. ) bore and stroke of the Tipo 202 marme engine. That increased the displacement to 4930 cc ( 308.8 cu. in. ), which enabled the Amer- ican version tO put out 300 hp at 6000 rpm on an 8.5 : 1 compression ratio. Peak-torque speed was 80

CHAPTER FOUR Top right The e ed 辺 sheet-metal structure ん ad ma 〃ツル 6 c 観 ed steel-piece reinforcements. The S リ 6- frame as made リ 0 襯 rectangular-section members Bottom right SteeI pressings e 尾 used for 0 〃 major elements えれ the 0 リ r s んえれ , except for the glass area 50 had tO choose between independent rear suspen- S10 Ⅱ and a de Dion-type rear end. C010mb0 had chosen de Dion suspension for the Maserati 250F. lt is not independent, but uses open drive shafts, double-jointed, relieved of all duties except to drive the wheels, while the de Dion tube, crossing from hub to hub behind ()r ahead (f) the final drive unit, secures the wheel geometry and location, and radius arms usually take up the driving thrust. . Alfieri chose independent rear suspenslon, however, when he designed his first central- engine car, the TiP0 63 ⅲ 1960 / 61 , using 10 Ⅱ g lower wishbones and short upper ones, diagonal radius rods, stabiliser bar, and near-vertical COil springs enclosing telescopic shock absorbers attached to the rear end of the lower wishbones. The set up survived through types 64 and 65. But when Alfieri laid out the front-engine Tipo 151 racing coupé in 1963 , he improvized a new type Of rear end altogether. lt was built up around an articulated de Dion axle, which in effect provided independent sus- pension Ofthe rear wheels. The tube ends were not fixed to the wheel hubs, but carried pivots for short leading arms that were bolted to the hub carners. Vertical COil springs were based 0 Ⅱ the leading arms, and the tube was located laterally by a pin-and-slot ⅲ the back 0f the differential casing. lt was a highly complex assembly, and its practical merits were dubious. lt proved tOO fragile 1 Ⅱ racmg. Maserati touring cars remained faithful tO the rigid axle and semi-elliptic leaf springs long after far lower-priced cars had gone t0 all-independent suspenslon. There were exceptions, however. When the Frua-bodied Quattroporte appeared in 1963 , it had de Dion rear suspension. lt used a Watt's linkage for lateral location and twin

CHAPTER SIX teristics. Alfieri had the know-how and the means t0 make the Bora handle any way he wanted—it could be made to twitch like a Porsche or plough through the curves like a Thunderbird. Prud- ently, he chose the golden mean—a prevailing understeering characteristic, WhiCh assured rest- ful driving for owners of average skill, but could easily be overcome and pushed through neut- rality intO oversteer by an expert. Cornering with the Bora was routinely un- eventful, right up to the lateral g-loads that would have caused problems for some other powerful cars that did not have the benefit of the same thorough chassis engineering. AIfieri gave a 10t of thought to protecting the moderately skilled driver from his own natural instincts. For instance, the average driver WhO findS himself entering a curve at excesslve speed, will try to resolve the situation by backing 0 the accelerator. This instinct is stronger than any- thing in his expenence and there is a certain logic in it. IftOO much speed is the problem, for heaven s sake don't add more speed. The professional driver, on the other hand, feels safer by pouring 0 Ⅱ the coal, and steering his way out of the situation as best he can. He knows that's the best way to keep the car balanced and retain directional co Ⅱ trol. Trying t0 slow down ln a curve can upset the car's attitude and balance tO the point Of going out Of control. That's what AIfieri had to guard against. lt had never been a concern with Tipi 63 , 64 , or 65 , the racing prototypes. But in V1ew Ofthe Bora's clientele and their presumed uses for the car, yes, there was a risk tO protect them from. As a matter Of fact, this consideration played right intO another one, that demanded a chance for the expert driver tO provoke oversteer at will. Alfieri solved it by throttle effect. Stepping on the 94