THE BORA UNDER THE MICROSCOPE prominence of the wheels and the flared mud- guard edges. The body was developed to meet all American safety standards, and the roof structure included a strong rollover bar above the seat backs. The rear bumper was a simple, straight bar, but the front bumper was integrated with the grille, so that the bumper as such seemed tO have been eliminated. The full-width split grille with the famous trident in the centre was adapted from the Ghibli. The Bora prototype had grille frames with hor- izontal parallel upper and lower members, gently radiused into two distinct corners at the inboard end, and wrapped around oval parking lights at the outboard ends. On the production version, the chrome frames A. bove . Bora's rear S リ S. e S 0 〃 borrowed 0 lOt om the ″ 0 厩 end Top Front s レ s 盟 e 〃 s れ 43

CHAPTER FOUR spirited cornering. The Bora also had above- average manoeuvrability, With a turning circle diameter 0f 32.8 ft, left or right, measured at the tyres (kerb-to-kerb, not wall-to-wall). The Bora, which was ten inches shorter than the GhibIi, actually had a two inch longer wheelbase ! ln August, 1973 , a bigger engine was fitted, and wider rims and tyres (Michelin XWX 215 / 70 VR 15 ) were adopted on all four wheels. These changes, plus vanous detail modifications, brought the Bora's weight up t0 30 cwt 155 lb ( 1560 (g). Weight distribution was not affected. Maximum body width was 68.1 ⅲ . ( 1.73 m). lts silhouette was extremely 10W , so that the car actually looked longer than it was. With a full tank but no passengers or luggage, overall height was a mere 44.7 ⅲ . ( 1135 (m). Naturally, the floor was pushed down as far as practical, leaving a minimum ground clearance 0f 4.72 ⅲ . ( 120 mm). The body was neatly wrapped around the mechanical elements, with a front overhang, measured from the tip Of the nose tO the front wheel axis, of 38.6 ⅲ . ( 980 (m), and an unusually short rear overhang 0f 29.7 in. ( 755 mm). The bonnet was ofthe ealligator' type, hinged at the windscreen base, with a gas-filled strut to hold it in the open position. Despite the wide tyres and extensive ducting, hosing, and electrical equ1P- ment for the cooling system and lights, there was about 10 当 cu. ft worth 0f useful space in the deep boot between the front wheel housings. Giugiaro's styling theme was executed with great simplicity 0f line and a severe economy 0f decorative mouldings. Bora was given a highly streamlined 100k. The design had avoided a wedge-shaped body, despite the tapered front end and the abruptly cut-off Kamm tail, which were made tO blend very well, in part due tO the curvaceous belt line, and in part due tO the 42

CHAPTER FIVE 12 13 21 17 52 53 31 18 32 26 56 55 35 57 58 37 60 40 50 596 38 48 43 47 46G0 = 45 44 41 midships engine location. Alfieri argued that a flat-12 would be better, for the reasons that the horizontal configuration gives a lower centre Of gravity ; further that its greater width would not clash with space require- ments for structural or mechanical members ; and that a 12 is a smoother, better-balanced engine than a V8. But a flat-12 would not be suitable for use in the front-engme models, and Maserati's finances were not such that they could justify a completely new engine that could not be shared among several models. Consequently, the Bora had t0 make use Of an existing V8. The engine for the Bora was taken directly from the GhibIi, but in slightly detuned form. This was C ん 0 え〃 drive え t 0 stages as used for 0 〃ル肝 camshafts 可 the BO V8. C ん 0 〃 tensioner parts are 47 ー 57 56

THE BORA UNDER THE MICROSCOPE The disadvantages of the rear axle could get worse, however, with the trend towards wider- section, lower profile tyres, as would certainly be demanded for a vehicle with a Maserati V8 engine if it were tO remaln competitive in the market. Technical complications associated with inde- pendent rear suspenslon were not overwhelming. The suspension linkage and geometry could be patterned on the behaviour Of rear axles or de Dion-type systems. Mechanically, new parts would be needed, for the drive shafts needed a unlversal joint at each end. ln addition, the shafts had to be of two-piece construction (with splined overlap) SO as tO permit axial variations during wheel deflection. The front suspenslon of the Bora was derived from the 仕 0 Ⅱ t ends of the Mexico, lndy and GhibIi. lt consisted of unequal-length wishbones, coil springs mounted vertically 0 Ⅱ the lower wishbone, co-axial shock absorbers and a stabi- liser bar crosslng in front Of the wheel axis. ln the rear suspension, we find the same geometrical principles but a different execution. An upright hub carner Of cast alumimum was attached t0 the outer ends Of unequal-length wishbones 、 a narrow base. ・ arrow-diameter coil sprmgs with concentric telescopic shock absorbers were mounted at the sharp inboard inclination 0 Ⅱ the upper wishbone, with an upper lateral support in the rear wheel housing struc- ture. A stabiliser bar was fitted also at the rear end. The stabiliser bars were solid, round-section torsion bars, connected tO the lower wishbones 0 Ⅱ opposite sides. They were intended t0 restrict body roll 0 Ⅱ curves and generally damp out lateral vibrations. The rear stabiliser bar was thin, worked with a long crank, and crossed above the gearbox. 53

CHAPTER SEVEN arranging the fuel tank up under the scuttle. That made it convenient to take up the front and rear suspenslons straight from the Bora. Most ofthe parts were inter-changeable, the main differences being found in shock absorber set- tings. This was a clever shortcut, eliminating the need for new design and cutting down 0 Ⅱ the development time needed for the Merak. The complete floor section and many bOdy parts could be shared with the Bora, thus effecting a big saving in tooling cost. B0dy design for the Merak was entrusted t0 ltal Design, where Giugiaro and his staff were already familiar with the structural reqmrements from their work 0 Ⅱ the Bora. Naturally, the Merak's appearance came tO have a great deal in common with the Bora. Among the major differences in b0dy design was the rear roofline. The roof section covering the Bora engine (with side windows) was held to be t00 expensive for the Merak. lnstead, it was given a simpler design, With a near-vertical rear window right behind the back seat, and open buttresses to maintain the fastback silhouette. A plain metal engine cover filled the rear deck, with louvres along the upper mudguard panels tO extract stale air from the engine compartment. The radiator and fan arrangement was the same as 0 Ⅱ the Bora, but the air evacuation went through the bonnet 0 Ⅱ the Merak. Also, there was Ⅱ 0 grille, just a wide slOt tO serve as an air intake, with a bumper bar straight across the middle. The engine cradle for the Bora V8 was also t00 elaborate and t00 expensive for the Merak. A simplified but flexible and well insulated engine- mount system was tailored for the V6. Now—just what were the origins 0f this V6 engine ? lt had several oddities, such as the 90 degree angle between the banks and the inboard camshaft drive, that Maserati would probably not 104

CHAPTER SIX happen until you have absorbed intO your own nervous system and motor functions the extent Of the car s capabilities and developed an awareness of its limits. After this intimacy with the car has been attained, the task 0f driving it enters a new dimenslon Of enjoyment. Before I ever took the wheel of a Bora myself, I had been on a test ride with Bertocchi in one of the Bora prototypes. With a patience that belied his hurry on the road, he spent a seemingly endless time, with two mechanics who had already given the car a full check, wiping 0 the windscreen once 1 ore , opening the headlamps and cleaning the glass, adjusting the mirrors and getting the seating position just right. No warm up of the engine, though. Later, I understood why. lt warms up automatically, 0 Ⅱ the way through the city traffc, from Viale Ciro Menotti to Via Emilia Ovest, past the air- autodrome and out towards the De Tomaso factory. By the time he got to the autostrada t011 gates, the engine had reached normal operating temperature. Up to now, Bertocchi had driven with all the calm of a baker who has finished his last loaf of the day. He continued placidly through the spiralling feeder lanes and int0 the right lane 0f the autostrada. Then he gave it the gun, winding out in second and third, propelling us ahead and intO the left lane, gaining speed faster than a jetliner rushing towards take-off. The acceleration figures were obtained 0 Ⅱ later occaslon, with a production-model Bora, also with Bertocchi at the wheel. From standstill, it reached 50mph in 4.5 s, still ⅲ first gear. The first to second change must be made before 55 mph t0 prevent over-revving. The 0 ー 60 mph acceleration was6.9s. Thecargott075mphin8.8sand80mphin 10 s flat, all in second gear ! 84

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

ORIGINS AND EVOLUTION MASERATI V8 and materials. lt had aluminium cylinder heads and block, with cast-iron wet liners, and a helical gear train for the camshaft drive. Maserati had plenty of experience with four- valve heads from before the war, but decided on a simpler design with one inlet and one exhaust valve for each cylinder. ln its initial form it delivered 120 hp at 7500 rpm with a 9.0 : 1 compresslon ratio. The marine verslon OfthiS engme was made tO run 0 Ⅱ a1C0h01 , which boosted its output 仕 om 138 to 150 hp. Maserati also built a 1.6 litre version of the speed-boat englne with bore and stroke of 82 x 72 mm ( 3.31 x 2.83 ⅲ . ). lt delivered 145 hp at 7000 rpm on high-octane petrol. The 150S made its racing debut at the Nür- burgring ⅲ August 1955 , where it had no diffculty in setting a new lap record for its class, and beating all rivals in the race. The 200SI also appeared ⅲ 1953. Basically, it was the 150S engine enlarged to 1994 cc by lengthening the stroke to 75 mm ( 2.95 in. ), the same as in the 250F , and boring out t0 92 mm ( 3.63 ⅲ . ). Here the included angle of the valve inclination was narrowed tO 60 degrees. With twin coils and dual distributors, two plugs per cylinder, breathing through two 45 mm Weber two-barrel carburettors, it delivered 186 hp at 7500 rpm. lts peak torque was 128 lb ft ( 18.5 mkg) at 6000 rpm. For a company like Maserati, it was not a big jOb to take two of these four-bangers, put them side by side, bend them over, and hook them to a common crankshaft. That is, in a nutshell, what was done. Why was it done ? Maserati's top sports/racing prototype in 1955 was the 300S , using a 3-litre engine enlarged from the 250F. lt was put up against the 3.8 , 4.1 and 4.4 litre Ferrar1s and other cars with bigger engmes with 63

Chapter 3 Maserati personalities and associates If the Ghibli was the last of its line, the Bora was the start 0f a new one, without breaking 0 任 with the 01d principles. eThe Bora had t0 be a semous vehicle,' says Alfieri. What did he mean by that? He meant that the designer must be made t0 guard against any attempt t0 make it 100k ridiculous, for instance by making amends for some oversight, such as a bulge in the b0dy because something was forgotten or did not fit where the drawings showed it. lt must have the kind of road behaviour that people would expect from a Maserati, with adequate performance vts-a-vis challengers from other manufacturers. And it must be reliable. Maserati was stepping intO uncharted territory with the Bora, and could not afford to risk breakdowns once the car had come intO the customer's hands. Design, calculations, checking, testing, and development—all had to be done with double care and double intensity, for anything wrong had t0 be brought as quickly as possible tO the point 0f failure, localised and the cause offailure PI Ⅱ P01 Ⅱ - ted, then remedied and re-tested. Maserati did not possess unlimited resources for the development of such a car. Most of the time, the car building side Of Maserati was barely breaking even, and could not generate adequate 28

CHAPTER FIVE 22 17 17 16 0 21 12 18 13 23 Expenments with a four-cylinder engine began in 1952 , inspired by Osca's many successes with the MT/4 and its popularity in the 1 当 litre class both in European and AmerIcan sports car racmg. ln contrast with the 78 x 78 mm ( 3.07 >< 3.07 in. ) cylinder dimensions of the Osca built bY the Maserati brothers, the 150S had a bore and stroke of 81 x 72 mm ( 3.19 x 2.83 in. ) giving 1484 cc dis- placement. The 150S borrowed the basic architec- ture from the six-cylinder Grand Prix engine, the 21-litre 250F , which was a brand-new design by Alfieri ⅲ 1953. ln the 150S we find the same twin- cam head, type Of combustion chamber, valve arrangement with a 90 degree included angle' hairpin-type valve springs, construction methods Headers re 〃 ~ 0 これ separate for 0 long 0 ツ for best e 工ケ ac r effect. T が〃 es feed 0 襯 0 〃 OS e ends え〃 the d リ 0 / silencer system ん 0 g ルリ r tailpipes 62