Guide: Maserati 4200 Spyder & GranSport Spyder - a Historical & Technical Appraisal
Background
Having assumed full control of Maserati in May 1993 (following the acquisition of an initial 49% stake in December 1989), Fiat sold 50% of the Modena-based company to Ferrari (another Fiat subsidiary) in July 1997.
By this time, work on the exciting new 3200 GT was well advanced. Announced in July 1998 and displayed in production-ready form at the Paris Motor Show the following September, the 3200 GT marked an optimistic new era for Maserati as the 21st century approached.
Aside from its twin turbocharged V8 (which was an uprated version of the power unit found in the Quattroporte Evoluzione), the 3200 GT was the first clean sheet series production Maserati since 1981.
Draped in a handsome body styled by Giorgetto Giugiaro over at Ital Design, the 3200 GT finally saw Maserati break away from the Biturbo era and it did so in the most sensational fashion.
The company’s new front-engined 2+2 occupied a unique position in the Grand Touring market having been a sportier alternative to the executive-sized Coupes offered by Mercedes-Benz and Jaguar. Accordingly, it proved a critical and commercial hit with nearly 5000 built by the time production was discontinued in early 2002.
That figure was even more impressive considering the 3200 GT was not offered for sale in North America; Maserati had pulled out of the world’s most lucrative market for high end motor cars in 1990 after years of falling sales amid ever-tightening emissions and safety legislation.
It was in the context of a return to North America that the Ferrari-Maserati partnership suddenly made sense - Maserati could piggy back on its once arch rival’s well established dealer network across the Atlantic which negated the need for massive infrastructure investment.
To spearhead Maserati’s re-entry to the US and Canada, the 3200 GT underwent a major revamp that resulted in two new models.
First to arrive was the short wheelbase 4200 Spyder unveiled at the Frankfurt Motor Show in September 2001.
This was followed by the 4200 Coupe at Detroit in January 2002.
Both variants were given the internal model code Tipo M138 which reflected their modified state compared to the original 3200 GT (Tipo 338).
Most significantly, the two new Maseratis came with a brand new normally aspirated engine to replace the occasionally unpredictable twin turbo unit found in the 3200 GT.
Much better suited to the character of a refined Grand Tourer (and the North American market in particular), the 4.2-litre V8 was the first unblown Maserati engine offered to the public since the Quattroporte III went out of production in 1985.
Other significant differences from the outgoing 3200 GT included the move to a transaxle gearbox layout (an attempt to improve weight distribution) and the option of an F1-style paddle-shift transmission similar to what Ferrari offered at the time. Build quality was also generally improved.
Chassis
The Maserati 4200 Spyder was based on a modified version of the 3200 GT’s steel unibody structure. Most notably, the wheelbase was reduced by 220mm to 2440mm, primarily in an attempt to regain some of the torsional rigidity lost by removing the roof. With this in mind, other key areas of the bodyshell were suitably reinforced and two fully integrated rollover hoops were added behind each seat.
Suspension was once again via double wishbones with forged aluminium control arms and uprights plus coaxial aluminium-shelled dampers and coil springs. Front and rear anti-roll bars were fitted along with anti-dive and anti-squat geometry.
The cross-drilled and ventilated brake discs and four-piston calipers were supplied by Brembo. As per the 3200 GT, the discs had a 330mm diameter at the front and 310mm diameter at the back.
Bosch 5.3 four-channel ABS offered Electronic Brakeforce Distribution between the front and the rear axles along with MSR logic designed to help prevent the rear wheels from locking on an incline.
New BBS alloy wheels retained the 18-inch diameter used by the 3200 GT, but were reduced in width from 8 to 7-inches at the front and from 9.5 to 8-inches at the back. They were originally shod with Michelin Pilot Sport tyres (235/40Z 18 and 265/35Z 18 respectively).
Fitted over the rear axle was a slightly smaller fuel tank than used by the Coupe: 88-litres instead of 90.
Engine / Gearbox
In order to meet future emissions legislation and better reflect the character of a true Grand Tourer, the old-school twin turbo V8 used by the 3200 GT made way for the first iteration of a brand new normally aspirated motor.
The F136 range of all-alloy 90° V8s was created as a joint collaboration between Ferrari and Maserati. Produced in one shape or another for nearly 20 years, different variations of the F136 went on to be used in the Maserati Quattroporte, GranTurismo and GranCabrio, the Ferrari 430, 458 and California and the Alfa Romeo 8C.
The Tipo F136 R power unit found in the Spyder was identical to that used in the fixed head 4200 Coupe. It displaced 4244cc thanks to a bore and stroke of 92mm and 80mm respectively and came with a cross-plane forged steel crankshaft instead of the flat-plane item used in the contemporary Ferrari 360. The cylinder heads and crankcase were formed from a mix of hardened aluminium and silicone.
Other equipment included dual chain-driven overhead camshafts, four valves per cylinder, variable valve timing at the intake valves, intake camshafts equipped with a constant-phase high pressure transfer, hydraulic tappets, forged steel connecting rods and dry-sump lubrication with the oil and cooling pumps housed in a single unit.
Engine management was courtesy of the latest Bosch ME7 3.2 with OBD II for emissions compliance.
The compression ratio was 11.1:1.
In this configuration, peak output was 385bhp at 7000rpm and 333lb-ft at 4500rpm.
For comparison, the 3200 GT had pumped out 370bhp at 6250rpm and 362lb-ft at 4500rpm.
Although the Spyder’s engine weighed 20kg less than the old twin turbo V8, the biggest improvement to weight distribution came thanks to a new transaxle assembly that saw the gearbox mounted longitudinally with the differential at the rear of the car. The net result of this was a front-to-rear weight distribution of 53:47 compared to 59:41 for the outgoing model.
Customers could choose from one of two six-speed gearboxes: a traditional manual (standard) or an F1-style electro-hydraulic automated manual (a cost option). Both types worked in conjunction with a ZF self-locking limited-slip differential.
Although closely derived from the Graziano unit used in the Ferrari 360, Maserati branded the F1-style gearbox in their 4200 Spyder and Coupe as Cambiocorsa. It offered a choice of four different drive modes (Normal, Sport, Automatic and Low Grip) which were selected via buttons on the centre console.
There was also a switchable ASR electronic traction control system integrated with the suspension and transmission.
Bodywork
At first glance, the new 4200 Spyder and Coupe looked almost identical to the old 3200 GT. However, Ital Design boss Giorgetto Giugiaro was commissioned to make a couple of subtle revisions.
At the front, a new hood lacked any cooling vents and also featured an ever-so-subtly enlarged power bulge (necessary to accommodate the new engine’s larger intake manifold).
More noticeable was the updated tail fascia that ditched the 3200 GT’s trademark boomerang lights in favour of more conventionally-shaped clusters designed with the American market in mind. Underneath, Maserati fitted a rear bumper without reflector inserts.
New panels specific to the Spyder included the rear fenders, rear deck and trunk lid (complete with high level third brake light). When lowered (a process that took around 30 seconds), the roof stowed out of view below a flush retractable panel coloured to match the rest of the body and the now exposed rollover hoops.
Steel panels were used throughout with the exception of the plastic composite bumpers, sills and mirror housings.
Interior
Inside, the basic cockpit architecture was carried over from the 3200 GT, albeit with a couple of minor tweaks.
Re-styled instruments now had a two-tone grey and black finish along with a new typeface.
The central control panel insert came with redesigned switchgear and a new colour-screened infotainment system for the air conditioning, trip computer and audio system. This LCD unit also served the optional satellite-navigation and GSM telephone systems if specified.
New seats with integrated headrests and longer squabs were less heavily bolstered than before. The headrests themselves came embossed with a Maserati trident.
Updated door panels were another new feature along with a redesigned armrest and oddments tray.
As before, instrumentation comprised a large 200mph / 320kmh speedometer and 8000rpm rev counter. Off to the right were small dials for battery condition and fuel. To the left were the water temperature and oil temperature gauges. Scattered elsewhere were various warning lights and digital read outs.
The long list of standard equipment included full leather upholstery, electric seats, a driver’s seat with memory function, automatic climate control, electric windows, electric mirrors and a CD player.
Options
Optional extras included heated seats, a DVD-based satellite-navigation system, GSM telephone preparation, rear parking sensors, interior trim panels (steering wheel, gear knob or Cambiocorsa paddles) in briarwood or exposed carbonfibre, custom engraved sill plates, fitted luggage, a folding wind stop with storage case, Xenon headlights with retractable wash / wipe system, an enhanced six-speaker audio system with subwoofer plus paint and interior surfaces coloured to sample.
There was also Maserati’s new Skyhook active suspension system developed in conjunction with Mannesmann-Sachs.
The Skyhook option provided continuous automatic adjustment of the dampers to reduce pitch, roll and vertical movement for improved ride quality and handling. Six sensors monitored front wheel movement along with vertical and lateral movement of the body. Maserati claimed the system reacted ten times faster than any other active suspension system on the market. Damper settings could be set to one of two different levels (Normal and Sport) via a centre console-mounted switch.
Weight / Performance
As a consequence of its significantly reinforced bodyshell, the 4200 Spyder came in 52kg heavier than the Coupe despite its much-reduced wheelbase (1730kg compared to 1678kg respectively).
Top speed was 176mph (177mph for the Coupe) and 0-62mph took 4.9 seconds (4.8 seconds for the Coupe).
2003 Model Year
For the 2003 model year (production of which began in July 2002), Maserati increased the stiffness of the Spyder’s bodyshell by 20%. This was achieved thanks to additional reinforcement of the door and sill zones plus the use of a new structural foam glue in key areas.
A quicker steering rack with more direct gearing, thicker anti-roll bars and stickier tyres were also introduced.
The optional Cambiocorsa gearbox was given a software update that provided quicker shifts and prioritised engine torque as opposed to engine revs as a parameter. A double instead of single tang clutch was fitted as well.
The optional Skyhook active suspension system was given a software update along with new dampers.
A previously unseen optional extra was the Maserati Stability Program (MSP). Developed in conjunction with Bosch, MSP integrated with the anti-slip regulation traction control (ASR), the motor spin regulation (MSR), electronic brake force distribution (EBD) and anti-lock braking system (ABS) to provide a safer driving experience.
2004 Model Year
The 2004 model year Spyder (production of which began in July 2003) came with a glass instead of plastic rear window and a cup holder located between the seats.
There was also another software update for the optional Cambiocorsa gearbox.
Several new features were introduced as part of what Maserati dubbed the Vintage Package. The Vintage Package included a chrome front grille and matching emblem with hand-painted red accents, new chrome front fender vents, chrome door handles, silver brake calipers and a set of highly polished new seven-spoke wheels (the latter of which were also available separately with a normal or highly polished finish).
Further options available to those customers that ordered the Vintage Package were chrome exterior mirror housings, chrome rollover hoops, drilled aluminium pedals complete with trident emblems, an aluminium centre console insert, aluminium door trims, aluminium paddle shift levers and instrumentation finished in a traditional shade of light blue complete with new typeface.
2005 Model Year
For the 2005 model year (production of which began in July 2004) the Spyder and Coupe were given a minor face-lift thanks to new bumpers at either end.
At the front there was a larger, re-shaped front intake aperture with a traditional slatted egg-crate instead of mesh grille and a bigger Maserati emblem. Underneath was a re-profiled apron.
The lower portion of the rear bumper also came in for attention. Maserati added vents for the rear wheel wells / brakes and increased the size of the three main openings (the middle one of which now came with a mesh grille).
Inside there were a couple of minor switchgear changes.
Vehicle Dynamic Stability Control replaced the old ASR traction control system.
Many new options were introduced for the 2005 model year to include two-tone upholstery, an aluminium interior trim package, drilled aluminium pedals, an electro-chromic rear view mirror, a gold finish for the clock, contrast stitching or seat piping, exposed carbonfibre door sill trim, GranSport front seats, a black front mesh grille, coloured brake calipers (in red, yellow, aluminium or titanium), a Grigio Mercury or ball-polish finish for the 18-inch seven spoke wheels and 19-inch GranSport alloy wheels (also available in Grigio Mercury or ball-polish finish).
The new Sports interior package comprised sports seats, drilled aluminium pedals, an aluminium passenger foot rest, a sports design steering wheel and the Vintage Package instrumentation.
For the third year in a row, the optional Cambiocorsa software was updated (this time for quicker shifts and to reduce clutch wear).
Spyder 90th Aniversary
At the Paris Motor Show in September 2004, Maserati unveiled a special limited edition Spyder produced to celebrate the marque’s 90th birthday.
Dubbed the Maserati Spyder 90th Anniversary, these cars came with the GranSport Coupe’s front bumper assembly, side skirts, chrome mesh grilles at either end and front intake-mounted Maserati emblem with red inlays. They also got the GranSport’s ball-polished 19-inch Trofeo wheels with trident-shaped spokes.
Unique exterior details included an exposed carbonfibre rear deck panel complete with headrest fairings, a Maserati emblem on each front fender, silver headlight housing inlays and titanium-finish brake calipers. Chrome door handles from the Vintage Package were fitted.
Inside, the Spyder 90th Anniversary came with the GranSport Coupe’s more heavily bolstered sports seats, its shortened central control panel, slimline console between the seats, elasticated door pockets, thick-rimmed steering wheel with 12 o’clock marker, drilled aluminium pedals, bright red engine start button and DIN audio system instead of the original LCD infotainment screen.
Specifically for this limited edition variant, the GranSport’s exposed carbonfibre trim elements were given a special blue tint.
A numbered plaque was located on the transmission tunnel.
Maserati also offered optional Blu Anniversary paint with duo-tone blue and grey upholstery which was taken up by most customers.
A production run of 180 customer cars was announced in Paris, all of which were to come with the Cambiocorsa transmission. Of these, 90 were destined for the North American market and 90 for the rest of the world (with 15 in right-hand drive).
2006 Model Year
For the 2006 model year (production of which began in July 2005), Maserati added a Limited Edition option bundle that included 19 inch Trofeo wheels with Grigio Mercury paint finish, sport suspension with gas-pressurised shock absorbers, red brake calipers, black external grilles, Xenon headlights with wash / wipe, a ten-speaker audio system, heated headrests, an electro-chromatic rear view mirror and rear parking sensors.
GranSport Spyder
At the Frankfurt Motor Show in September 2005, Maserati finally introduced a Spyder version of the GranSport which had debuted in Coupe trim at Geneva back in March 2004.
At the heart of the GranSport Spyder was an uprated Tipo F136 RB engine, the internals of which had been machined to finer tolerances. The intake manifolds and valve seats also came in for attention and there was an electronically-controlled pneumatic valve system.
The other new feature was a fruitier sounding sports exhaust system complete with bypass valve that opened on acceleration.
The net result was an additional 10bhp (now 395bhp at an unchanged 7000rpm). The torque rating was an unaffected 333lb-ft at 4500rpm.
Maserati offered the GranSport exclusively with an F1-style Cambiocorsa gearbox, the software for which was revised to shift 35% more quickly when in Sport mode and rev-match heel-and-toe-style on downshifts. A longer sixth gear ratio was installed that yielded a slightly higher top speed.
In addition to the Cambiocorsa gearbox, the normally optional Skyhook active suspension was also fitted as standard.
To improve handling, the suspension was more stiffly set up, the ride height was dropped by 10mm and the steering was sharpened up a little.
External changes to the GranSport included a deeper front apron with re-profiled front spoiler, larger intakes and a vent down each side. There were also deeper, more aggressively styled skirts along each flank, chrome mesh grilles at either end and a front intake-mounted Maserati emblem with red inlays.
Ball-polished 19-inch Trofeo wheels with trident-shaped spokes were set at a smaller slip angle.
Inside, the GranSport came with more heavily bolstered sports seats. They necessitated the installation of a shortened central control panel and slimline console between the seats which were finished in a mixture of exposed carbonfibre and aluminium. Elasticated door pockets were also required to accommodate the big new seats.
Other interior equipment included a thick-rimmed steering wheel with 12 o’clock marker and exposed carbonfibre upper section, drilled aluminium pedals and a bright red engine start button. There was also a conventional DIN audio system (a rebadged Becker Online Pro) instead of the original LCD infotainment screen.
Unlike the GranSport Coupe (which came with a mix of leather and synthetic technical fabric), the GranSport Spyder was trimmed exclusively in leather.
In addition to the normal selection of optional extras, GranSport Spyders could be configured with an exposed carbonfibre rear spoiler and exposed carbonfibre door trim panels.
Weight was officially unchanged, but the top speed went from 176mph to 178mph while the 0-62mph time dropped from 4.9 to 4.8 seconds.
2007 Model Year
No changes are understood to have been made for 2007 model year as Maserati began to gear up for a replacement model.
End of Production
Production of the Spyder and GranSport Spyder ran until 2007.
By this time, Maserati had completed 3889 Spyders.
Of these, 574 were built with the manual gearbox, 3134 to Cambiocorsa trim and 181 to 90th Anniversary specification (the latter of which were all built with the Cambiocorsa gearbox).
An additional 472 examples were completed as GranSport Spyders (again, all with the Cambiocorsa gearbox).
The 4200 Coupe and Spyder were subsequently replaced by the Maserati GranTurismo and GranCabrio launched at the Geneva Motor Show in March 2007 and the Frankfurt Motor Show in September 2009 respectively.
Text copyright: Supercar Nostalgia
Photo copyright: Maserati - https://maserati.com
