Guide: Maserati Khamsin
Background
When Citroen took control of Maserati in January 1968, the first model they commissioned was a mid-engined two seater. The resultant Bora was launched at Geneva in March 1971 and used Maserati’s trusty dual overhead camshaft V8.
The Bora platform was then adopted for a junior model with occasional rear seating. Unveiled at the Paris Motor Show in October 1972, the V6-powered Merak featured Maserati’s three-litre V6 engine that had originally been developed for the Citroen SM.
Boras and Meraks were initially sold alongside three front-engined GTs: the Indy, Ghibli and Mexico. However, the Ghibli and Mexico were soon discontinued to make way for a more modern Gran Turismo that would remain in production until 1982.
The prototype Tipo AM120 Khamsin was unveiled at the Turin Motor Show in November 1972. It appeared just six weeks after the Merak.
A productionised version followed at the Paris Motor Show in October 1973 and the first customer cars were delivered before the end of that year.
The Khamsin was the last Maserati designed by head engineer, Giulio Alfieri, and the firm’s first series production model styled by Bertone.
Like several of its forbears, the new car was named after a desert wind.
Although it offered a more traditional layout than Bora or Merak, the Khamsin was elaborately engineered with a full complement of Citroen’s famed hydraulic systems. Hydraulics were used to control the speed-sensitive power steering, ventilated four wheel disc brakes, clutch command, seat operation and the retractable headlights.
Chassis
The front-mounted engine was positioned well back in the steel monocoque for a 50/50 weight distribution. To insulate passengers from transmission noise and vibration, Maserati added a dampered rear subframe to support the suspension and differential.
At 2550mm, the Khamsin’s wheelbase was identical to the Ghibli. But where the Ghibli had used an antiquated live rear axle, the Khamsin featured independent double wishbone suspension all round.
Like the Ferrari BB and Lamborghini Countach, single spring / damper units were installed at the front with two per side at the rear.
Anti-roll bars were fitted at either end.
Maserati used the same 15 x 7.5-inch Campagnolo starburst alloy wheels seen on the Ghibli. These handsome rims were shod with Michelin XWX tyres and fastened in place with a single centre locking hub nut.
Compared to its predecessor, track was 40mm wider at the front and 68mm wider at the back.
To maximise luggage space, unequal size fuel tanks with an overall capacity of 95-litres were fitted either side of the rear seats. For the same reason, Maserati located the spare wheel underneath the front radiator.
Engine / Gearbox
Apart from the addition of Bosch electronic ignition, the Khamsin engine was identical to the Ghibli SS.
A dual overhead camshaft all-alloy 90° V8, it featured two valves per cylinder and dry-sump lubrication.
Thanks to a bore and stroke of 93.9mm and 89mm respectively, displacement was 4930cc.
The familiar 8.5:1 compression ratio used by most Maserati V8 engines was retained and four Weber 42 DCNF 41 carburettors were installed.
Peak output was 320bhp at 5500rpm and 355lb-ft at 4000rpm.
As standard, Maserati employed a five-speed manual ZF gearbox with single dry-plate clutch and limited-slip differential. A three-speed Borg-Warner automatic was a cost option.
Bodywork
In recent times, the Casa del Tridente had worked with Touring, Ghia, Frua, Vignale and Ital Design to body their series production models.
For this latest offering, Maserati opted to go with Carrozzeria Bertone of Turin.
Under the direction of head stylist, Marcello Gandini, Bertone had established itself at the vanguard of wedge design. Ground-breaking creations such as the Alfa Romeo Carabo, Lamborghini Countach and Lancia Stratos had taken the industry by storm; it was easy to see why both Maserati and Ferrari broke with convention and turned to Bertone in the early 1970s.
At the time, wedge design had been applied almost exclusively to mid-engined machinery because a motor positioned behind the cockpit was easier to cloak with a delta-like shape.
To create a similar profile when the engine was at the front of the car would be more difficult, but the new Maserati Gran Turismo that emerged from Bertone’s studio proved a remarkable success.
Its streamlined shape was elegantly proportioned with clean surfaces and several of Gandini’s trademark features. These included asymmetrical cooling vents on the bonnet and a full width glass tail fascia inset with floating lights. The transparent Kamm tail was designed to improve rear visibility and, when combined with the enormous glass rear hatch, flooded the cockpit with natural light.
Dummy vents were located on each C-pillar. The one on the right-hand side of the car concealed a fuel filler cap.
Body panels for the Khamsin were manufactured entirely from steel.
Interior
Although marketed as a 2+2, the Khamsin’s rear seats lacked sufficient head and leg room for normally sized adults.
Aside from anti-glare material applied to the dash top and the floor (which was carpeted), almost every surface was covered in sumptuous leather.
Well-padded seats were comfortable for long journeys, visibility was very good and all the controls fell easily to hand.
The flat top dash was split into three sections. Directly behind the steering wheel was a rectangular binnacle that housed the rev counter and speedometer along with smaller gauges for fuel, oil pressure and water temperature. It also incorporated sundry warning lights and rocker switches.
The central dash binnacle adjoined the bulky transmission tunnel. It contained the ventilation controls, a clock and gauges for oil pressure and oil temperature. Also located in this central panel were the electric window controls, an array of toggles and levers plus the audio system.
The dash section in front of the passenger was home to a glovebox.
Air-conditioning, tinted glass, full leather upholstery and an adjustable steering column were all standard equipment.
Options
The only option was the aforementioned Borg-Warner three-speed automatic gearbox.
Weight / Performance
Each Khamsin tipped the scales at a not inconsiderable 1635kg, but with a top speed of 170mph and 0-62mph time of 6.1 seconds, performance was world class.
USA Version
Those Khamsins destined for the USA were routinely equipped with side marker lights, emission control systems, big rubber bumpers and a taller final drive to improve acceleration.
Later on, the tail lights were repositioned to below the transparent tail fascia and a full width bumper was added.
Prototype
Aside from different tail lights, the un-badged Khamsin prototype displayed at the Turin Motor Show in late 1972 made it into production practically unchanged.
Oil Crisis
Unfortunately, soon after the first customer cars began to roll out of the factory in late 1973, the world was hit by an energy crisis.
Arab OPEC members announced an embargo on oil sales to the USA, UK, Canada, Japan and the Netherlands in response to the USA's support for Israel in the Yom Kippur War where Egypt and Syria (with the support of other Arab nations) had begun a military campaign to regain Arab territories lost during the 1967 Six Day War (when Egypt, Syria and Jordan had been the aggressors).
Oil prices rose exponentially and remained at elevated levels for the next two years. Demand for gas-guzzlers evaporated practically overnight.
Maserati’s ambitious expansion plans were put on hold as sales plummeted. The situation worsened in 1974 when Citroen was declared bankrupt.
In May 1975, Citroen management announced that Maserati had been placed into liquidation.
Maserati’s New Owners
August 1975 saw Maserati ownership pass to an Italian state-owned holding company and Alessandro de Tomaso. De Tomaso was still flush with cash after the Ford buyout (and subsequent return) of his auto maker in 1974.
New models followed in 1976 (the Kyalami) and 1979 (the Quattroporte Series 3), both of which were rebodied De Tomasos with Maserati engines.
Production of the Khamsin, Bora and Merak continued unaffected.
Production Changes
Amid this turmoil, the Khamsin was given a mild facelift during 1975.
Three horizontal slats were added to the nose, some minor switchgear revisions were implemented and the steering wheel was given a padded boss.
End of Production
Production was discontinued in 1982, by which time 430 Khamsins had been manufactured.
71 were right-hand drive and 155 were exported to the USA.
The Khamsin was not replaced because, in late 1981, Maserati’s Biturbo era began in an attempt to seek mainstream success for the company.
Text copyright: Supercar Nostalgia
Photo copyright: Maserati - https://maserati.com
