Under the bonnet: Maserati’s ultra-reliable V8. The Kyalami was a kind of transitional model, at a time when the new management was planning the programmes to come. And even in these conditions, the car lived up to the Trident emblem. Unveiled at the Geneva Motor Show in 1976, the Kyalami revived the philosophy of the four-seat, three-volume coupé, interrupted with the last Mexico four years earlier. Its name celebrated the South African racetrack where Pedro Rodriguez had won the 1967 F1 Grand Prix in a Cooper-Maserati T81. The Kyalami was Pietro Frua’s last creation for Maserati, the crowning achievement of a fruitful collaboration that had begun 25 years earlier. The 4.2-litre V8 produced 265 bhp (later reduced to 253 bhp and fitted with a new exhaust system) and reached a top speed of 235 kph. The independent rear suspension on an auxiliary chassis was inherited from the Khamsin. The disc brakes were in-board (installed in the wheel hub).

Although Maserati already had a more economical alternative to the Bora, the Merak V6, the company’s new president Alejandro De Tomaso thought that a smaller version could boost sales. In particular, the Italian government had introduced a VAT rate of 39% on cars over 2 litres. It was against this backdrop that the Merak 2000 GT was launched. This same strategy would later lead to the Biturbo range. The expensive hydraulic brakes were dropped from all Meraks from 1980 onwards. On the outside, the 2000 GT kept the black grille of the SS between the lights and also had a wide black stripe below the belt line. There was a choice of two colours: light blue metallic and gold. In total, the Merak model went through three variations and the range lasted 12 years; 1,830 cars were sold, including 200 in the 2-litre version, exclusively on the Italian market.

The modifications consisted of larger carburettors, a higher compression ratio and a weight loss of 50 kg. At the front, a grille between the retractable lights personalised the car, while inside the cabin, the dashboard abandoned Citroën styling in favour of a design taken straight from the Bora V8. A few minor tweaks to the chassis improved the car, which could now easily reach speeds in excess of 240 km/h. The SS is still the most powerful version of the Merak, although a prototype (designed for the American market) was tested with a 3-litre turbo engine. The project never reached the production stage.

It shared the engine with the Bora as well as its styling elements, but the big difference was under the bonnet: the Merak was powered by a 3-litre V6 whose origins can be traced back to the Citroën SM-Maserati. Maserati’s excellent reputation as a manufacturer had excited the interest of Citroën, who commissioned the design of the type C.114 2.7-litre V6 in 1967 and took control of the company the following year. The engine was remarkably compact, making it possible to have a five-speed gearbox. It lent itself perfectly to being fitted in the middle of the Merak, providing a more accessible alternative to the Bora. Being 250 kg lighter than the Bora, the Merak could reach a top speed of 240 km/h. Its name does not refer to a wind, as was customary at the time, but rather to a star in the Big Dipper constellation. The styling was derived from the general shape and proportions of the Bora, but the fastback shape was cut vertically just behind the seats and ‘above’ the rear boot lid to create a continuous silhouette. This innovative visual trick was once again the work of Giorgetto Giugiaro.

Launched in December 1986, this Quattroporte III ‘Royale’ is the ultimate top-of-the-range version of this behemoth from Maserati’s De Tomaso era. It was also the last Maserati to be fitted with the classic V8 engine from the 5000 GT. For this grand-luxe version, Maserati revised the engine’s power output to 300 bhp, which enabled the Royale to reach 230 km/h despite weighing 2 tonnes. On the outside, there were few changes from the Quattroporte III. These include slightly rounded edges to soften the lines, a new exhaust system, specific gills, new colours and a Royale logo on the rear boot. The already flamboyant interior (which, incidentally, inspired the Biturbo generation) also saw its finish move upmarket, with different colours such as ivory, black and cream. The rear doors also feature folding shelves. The dashboard has also been slightly modified, including the famous Maserati watch. Last but not least, the most notable changes include the adoption of an electric sunroof and a Sensitrok differential.

The best-selling Maserati GT classic: 2,141 produced in 14 years. It was nicknamed the “Italian Rolls-Royce” for its extremely luxurious interior. Designed by Italdesign, it was built by Innocenti of Milan. Launched in November 1976 with the name “4porte”, a 255 (later 246) bhp 4.2-litre V8 engine and a 5-speed manual gearbox. In 1981 it was available exclusively with a 270/282 bhp 4.9-litre V8 engine and a 3-speed automatic gearbox.

The second version of the Quattroporte was presented in 1973 and was the last Maserati car to emerge from the turbulent period left behind by Citroën’s management. This project was given the factory code number “123”. The car was designed by the famous coachbuilder Bertone, but by a certain Marcello Gandini. It would be powered by a 3-litre Maserati V6 engine, the same that would power the Maserati Merak… and the Citroën SM. He will have a hard time giving the car the sporty character expected by the brand’s regular customers. What’s more, this model was to be fitted with front-wheel drive, and although it was very imposing in size, it did not enjoy the success that its lines might have suggested; it came at the height of the oil crisis, and a true GT of the brand cannot be front-wheel drive. The car also received the hydraulic suspension of the SM, as well as other more modest features in the cabin. Only 13 examples of the Maserati Quattroporte 2nd series were built between 1974 and 1975, due to Citroën’s receivership of the brand.

In 1966, Masérati launched its Quattroporte with a new 290 bhp 4.9 litre engine. In addition to the mechanical aspects, the front end was reworked, and was recognisable by its headlamps: 2 pairs of twin headlamps instead of the simple rectangular headlamps of the first series. Quattro Porte owners include Anthony Quinn, Stewart Granger, Marcello Mastroianni, Alberto Sordi and Rainier III of Monaco; Peter Ustinov even bought two!

The fastest four-door saloon of the 1960s: its top speed ranged from 210 to 230 km/h, depending on engine, gearbox and driving style. Designer Pietro Frua drew inspiration from the 5000 GT made for the Aga Khan two years earlier. The body was produced by Officine Vignale (772 in total). The car had a newly designed chassis, with a front subframe. Initially, the car was fitted with rear suspension similar to the DeDion, but from 1966 this was replaced by a rigid axle. The engine was a newly designed V8, with a capacity of 4.2 litres and a power output of 260 bhp (from 1966 the car became available with a 4.7-litre engine and a power output of 290 bhp), fed by four naturally aspirated carburettors; ignition was simple, the gearbox was 5-speed manual, or 3-speed automatic.

It had a top speed of 273 km/h. 564 Boras were assembled in eight years, about half of them in the 4.9-litre version. Among the Bora’s first customers were Maserati loyalist Karim Aga Khan and film producer Carlo Ponti, Sophia Loren’s husband. French importer Thepenier had commissioned a racing model of the Bora to compete in category 4. Developed in 1973, it was rated at 430 bhp! But at the time, Maserati was unable to meet the production threshold of 500 cars required to obtain homologation. The oil crisis and new tax restrictions imposed by the Italian government had significantly weakened the market for such high-performance cars.