Guide: Maserati Merak
Background
When Citroen took control of Maserati in January 1968, the French firm steadily began to introduce a new range of products for their Italian subsidiary.
At the time of acquisition, Maserati’s product line comprised five models: the V8-powered Ghibli, Mexico and Quattroporte and the straight six-powered Sebring and Mistral.
By mid 1970, the six cylinder models were no longer in production, the Quattroporte had been dropped and the Indy had been introduced for those customers that wanted a more visually exciting 2+2 than the old fashioned Mexico.
More new cars followed over the next couple of years as the Mexico and Ghibli were also discontinued.
The mid-engined Bora was introduced in March 1971.
In late 1972, Citroen added the Merak and Khamsin.
The Merak was a junior version of the Bora, while the Khamsin was a conventional front-engined GT that replaced the Ghibli.
With the Indy, Bora, Merak and Khamsin, Citroen were finally in possession of a model range introduced entirely under their control.
The Bora was undoubtedly the most exciting of Maserati’s offerings. Its mid-engined layout and Giugiaro-styled bodywork were at the cutting edge of design. However, unlike some other mid-engined models of the era, the Bora was a refined Gran Turismo whereas most of the new wave of wedge-shaped supercars were impractical and uncomfortable.
The Tipo AM122 Merak was created as a less expensive incarnation of the Bora.
Introduced at the Paris Motor Show in October 1972, the Merak featured a smaller V6 engine that meant there was notionally enough space for two extra seats in the cockpit. Like Ferrari and Lamborghini (with the Dino 308 GT4 and Urraco respectively), Maserati were keen to produce an entry level model that could rival the enormously successful Porsche 911.
The Bora and Merak shared a broadly similar steel monocoque, although the latter’s back end was subtly reconfigured to house a new flexibly mounted tubular subframe that supported the powertrain and rear suspension.
Both vehicles had a 2600mm wheelbase and used double wishbone suspension with coaxial springs and telescopic shocks. Anti-roll bars were fitted at either end.
Citroen once again made use of a pressurised hydro-pneumatic system to operate the brakes. Ventilated discs were fitted at both ends; the fronts had an 11-inch diameter and the inboard rears were 11.75.
Light alloy Campagnolo wheels did without the stainless steel hubcap found on the Bora. They measured 15 x 7.5-inches all round and were originally shod with Michelin XWX tyres.
Twin fuel tanks with a combined capacity of 85-litres were mounted behind the rear bulkhead.
Engine / Gearbox
In the Merak’s engine bay was an all-alloy dual overhead camshaft V6 as opposed to the V8 used by the Bora.
Maserati’s 90° V6 was originally designed by Giulio Alfieri for Citroen who wanted the engine to power their avant garde SM (Sport Maserati).
The 2.7-litre Tipo C114/1 unit adopted by Citroen produced 170bhp at 5500rpm and 170lb-ft at 4000rpm. It ran a 9.0:1 compression ratio and three Weber 42 DCNF downdraught carburettors. Wet-sump lubrication was employed along with two valves per cylinder and electronic ignition.
For the Merak, displacement was taken out to 2965cc which represented a gain of 295cc. This was achieved by enlarging the cylinder bores from 87mm to 91.6mm. Stroke stayed at 75mm.
Compression was reduced from 9.0:1 to 8.75:1 and three Weber carbs were retained (one 42 DCNF 31 and two 42 DCNF 32). Peak output rose to 190bhp at 6000rpm and 188lb-ft at 4000rpm.
Unlike the Ferrari Dino 308 GT4 and Lamborghini Urraco (which used transverse layouts), the Merak had its engine mounted longitudinally.
The engine was coupled to Citroen’s five-speed transaxle gearbox with a hydraulically-actuated and servo-assisted single-plate clutch. A limited-slip differential was standard.
Bodywork
From an initial glance, the Merak and Bora appeared almost identical. However, there were myriad differences between the two models.
At the front, Meraks came with re-shaped intake nostrils and simplified bumpers.
The most obvious changes were found at the rear where the Bora’s fastback sloping glass was replaced with a vertical window that ended abruptly behind the cabin. The now flat engine cover came with four banks of slatted ventilation louvres. The Merak’s open flying buttresses swept from the roofline down to the tail and were removable for easy maintenance.
Like the Bora, the Merak’s all-steel body was the work of Giorgetto Giugiaro at Ital Design.
Instead of heavy and expensive electric motors, hydraulic actuation was used for the retractable headlights.
A space-saver spare wheel was housed above the transaxle which meant luggage either had to be stowed in the cockpit or underneath the front lid.
Interior
Maserati fitted the Merak with the unusual dash assembly from the Citroen SM. It featured a curved binnacle with an alloy fascia and four large ovals. On the far left was an air vent next to which was a speedometer and a rev counter. The fourth read out contained an array of warning lights. A small clock was mounted in the right-hand corner of the dash fascia.
Another Citroen part was the distinctive single spoke steering wheel.
The SM’s centre console was also imported.
Velour fabric was used to upholster the seats and door panels. Electric windows were standard.
The tiny rear seats could be folded down to provide a useful luggage platform.
Options
Optional extras included a choice of audio equipment and leather upholstery.
Weight / Performance
Maserati quoted a weight of 1420kg, a top speed of 149mph and 0-62mph time of 6.6 seconds.
USA Version
In addition to rectangular side marker lights, most Meraks bound for the USA came fitted with bigger matt black impact-absorbing bumpers, smog equipment and a full size spare wheel.
To accommodate the full size spare, the exhaust system had to be lowered and a modified engine cover was fitted complete with large clearance bulge.
Right-hand Drive Version
Production of right-hand drive Meraks began in 1973. Unlike left-hand drive variants that used the Citroen SM dash, right-hand drive examples used the Bora’s dash and three-spoke steering wheel.
Oil Crisis
Unfortunately for Citroen and Maserati, the early 1970s proved an economically unstable period.
When the Oil Crisis hit in the winter of 1973-1974, the high end car market went into a tailspin.
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.
In 1974, Citroen was declared bankrupt. The French automaker was absorbed by Peugeot later in the year.
Merak SS
Amid this backdrop of doom and gloom, Maserati unveiled the improved Tipo AM122/A Merak SS at the Geneva Motor Show in March 1975.
Lighter and more powerful, it most notably featured a V6 engine with big valve heads, larger ports, 44mm instead of 42mm Weber DCNF carbs and a higher 9.0:1 compression ratio.
SS engines were identifiable by their new six-bolt instead of five-bolt cam covers.
Peak power went from 190bhp at 6000rpm to 220bhp at 6500rpm. The torque rating was improved: from 188lb-ft at 4000rpm to 199lb-ft at 4400rpm.
Externally, the SS came with a black grille between the pop-up headlights. There was also a new matt black front spoiler and an SS badge on the tail fascia.
The tyres went up a size on the SS: from 185 to 195 at the front and from 205 to 215 at the rear.
While right-hand drive SS Meraks kept the Bora dashboard, left-hand drive iterations were equipped with a new rectangular dash. Both variants normally shared the same three-spoke steering wheel with padded boss.
Directly behind the steering wheel were three gauges: a large tach and matching speedometer with a smaller oil pressure read out in between. The water and oil temperature gauges, ammeter and clock were now mounted centrally above the ventilation system. The fuel gauge, audio system and various other controls were positioned to the left of the steering wheel.
At 1370kg, the Merak SS was 50kg lighter than its predecessor.
Top speed went from 149mph to 155mph and the 0-62mph time dropped from 6.6 to 6.4 seconds.
Unfortunately, the timing for the release of the Merak SS could not have been worse; Maserati’s sales were plummeting and, in May 1975, the firm was put into liquidation.
Maserati’s New Owners
Fortunately, in August 1975, a buyer was found. The company passed 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 own auto maker in 1974.
Merak SS Production Begins
Production of the Merak SS finally got underway towards the end of 1975.
Production Changes
From 1976, some of the Citroen parts were gradually replaced with more conventional systems.
A larger clutch was fitted owing to rapid wear of the original.
Towards the end of production, some left-hand drive Meraks came with Bora dashboards and steering wheels and fabric upholstery.
Merak 2000
At the Turin Motor Show in November 1977, Maserati unveiled a Merak to take advantage of new domestic regulations.
The Italian authorities had introduced a 38% purchase tax on cars with engines bigger than two-litres while those under the threshold were levied at 19%.
Ferrari and Lamborghini followed suit with two-litre variants of their 308 and Urraco-based models.
The Tipo AM122/D Merak 2000 retained the matt black grille located between the headlights as used by the SS, but the front spoiler was only available as an optional extra.
The two-litre car was immediately identifiable by its matt black bumpers and a thick black swage line down each flank.
Only two body colours were available: light metallic blue or gold.
Engine displacement went from 2965cc to 1999cc. This was achieved by reducing the bore from 91.6mm to 80mm and shortening the stroke from 75mm to 66.3mm.
Peak out was 170bhp at 7000rpm and 137lb-ft at 4000rpm.
Top speed was 136mph.
End of Production
Production of the Merak SS and Merak 2000 continued until 1983.
By this time, 1817 Meraks had been completed across all three iterations.
830 of these were first generation examples (91 of which were right-hand drive).
787 were SS variants (140 in right-hand drive). The remaining 200 were left-hand drive two-litre derivatives.
Text copyright: Supercar Nostalgia
Photo copyright: Maserati - https://maserati.com
