The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when...

11
Viale Ciro Menotti, Issue #93 n 121 The Maserati Ghibli: An Exciting Evolution By Jim Cantrell

Transcript of The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when...

Page 1: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 121

The Maserati Ghibli:

An Exciting EvolutionBy Jim Cantrell

Page 2: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 123

began pushing into successively moresignificant production cars by startingto produce road cars by the thousandsper year, instead of several hundred peryear. Racing continued into the 60s,but began to taper off as the decadewaned on. For Maserati, this becamethe decade of the Gran Turismo andmuch of its revenues were derived fromthis source.

By the mid 1960s, the Gran Tursimo, orGT, automobile became the corner-stone of Maserati’s economic engine.The designation “GT” pays homage tothe tradition of the grand tour, and rep-resents abilities to make long-distance,high-speed journeys in both comfortand style. Successful Maserati GT carsof the 1960s included the Mexico, the3500, the Quattroporte, and without adoubt, the 5000 GT. The 5000 GT wasa coach-built car, which directly adopt-ed the 450S motor with good perform-ance results. However, ownership ofthese cars was restricted more toheads of State, extremely wealthy indi-viduals and anyone else who could

afford to have four hours of service forevery hour on the road! The Ghibli inmany ways filled the gap between theneed for a similar car with a tad morereliability and perhaps less exclusivity.

Technologically, the Ghibli followed asuccessful line of Maserati racecars andGrand Touring machines alike. Prior tothe Ghibli, Maserati had fielded a longlist of modern racecars, including the300S, the “Birdcage,” and the inimitable450S. The latter was powered by a V8,which is a direct predecessor to thelater 4.7 and 4.9 motors found in theGhibli. The newer V8 motors weremilder in many ways and had improve-ments for reliability with, of course,compromise in performance. For thoselucky enough to have heard the 450Srun in anger, there is not much to com-pare with it. Its sounds are a deep rum-ble, tempered with the tease of soundof gear driven cams, and throaty soundof air rushing into the four downdraftWeber carburetors. When I drive myGhibli, I still hear echoes of these samesounds and this savagery has some-

how remained in a subtle way in theheart of the Ghibli. The 450S’s successwas so great and its threat to the racingestablishment so immense that rulechanges on engine displacementessentially removed it from competition.

It is hard to pinpoint exactly what her-itage was drawn on for the Ghibli, butmany sources point to a combination ofthe Mexico and 5000 GT for themechanicals – including engine andsuspension. Mechanically, much of theMaserati Mexico and Quattroporte wereused as a basis for the Ghibli’smechanical under-pinnings. The motor,ultimately derived from the 450S motorand later 5000 GT versions, was adirect descendant derived from theMexico and QP, but with displacementof 4.7 liters and a dry sump oiling sys-tem. The dry sump oiling system, whilerace inspired, is surprisingly due to theneed for a low hood height rather thananticipated operating conditions.

The car is based on the mechanicalsfrom the Maserati Mexico and the earli-er 5000 GT and 450S, by borrowing the

Figure 2. The author’s 1967 Ghibli – originallyan Italian market model – shows the clean linesof the first year production Ghibli without safetyequipment and extra lights (Courtesy VintageExotics Collection).

122 n Viale Ciro Menotti, Issue #93

OriginsThe mid-1960s are arguably the zenithof the GT sports car culture and this isespecially true for the Italian manufac-turers such as Maserati. Racing onSunday was seen to be inextricably

linked to sales the following week, theworld economy was in full swing andthe long arm of safety concerns and oilembargoes were still years in the future.This was also the heyday of continentcruising across Europe or North

America at great speeds and in greatcomfort. The wealthier set might thinknothing of jumping into a Ferrari 250 inMilano and driving north to watch theLe Mans event in one weekend. It isthus both appropriate and symbolicthat one of Italy’s great GT cars wasborn in this time: the Maserati Ghibli.

The Maserati Ghibli was a high perform-ance front-engine coupé built byMaserati between 1967 and 1973. It is atrue thoroughbred; undeniably a GrandTouring car of significance, and it waspowered by a race bred 4.7-liter enginedeveloping 340 hp. This motor incorpo-rated race-developed technology, suchas dry-sump oiling and twin overheadcams per bank, fed by four twin-chokecarburetors. Earlier GT cars, such as theMexico and Quattroporte, used thesame basic engine, but it was the Ghiblithat put it to its penultimate form.

Maserati began life in the early part ofthe century by building bespoke race-cars and it was not until after World WarII that Maserati began to build cars forgeneral public use. The A6G was one ofMaserati’s first such cars and began thepost war focus on touring cars basedon race heritage. This continuedthrough the 1950s and Maserati’s firstreal “production” cars that were madein large numbers were the 3500GT (ifyou want to consider production in thethousands as “large,” which was thecase for the cottage Italian car industryof the era). This model was producedthrough the early 1960s and it providedmuch needed cash flow for new mod-els and more importantly, racing.

By the late 1950s Maserati found itsFactory racing efforts increasingly ham-pered by its shortage of cash andsequentially developed purpose-builtracecars for privateers and providedthem with unofficial Factory support.Maserati at the time was owned by theOrsi family, whose machine tool busi-ness encountered a deal-gone-badwith Argentina. Undaunted by difficulteconomic conditions in Modena due tothese bad deals with the PeronistArgentenian government, Maserati

Figure 1. Early design drawings of the Ghibli as penned by Giugiaro show the earlythinking of the Ghibli design. Courtesy of the Vintage Exotics Collection.

Page 3: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 125

when Giugiaro joined them as the headof design. Here, Giugiaro penned theGhibli, which many people believe to behis lifetime masterpiece. Manyobservers of the 60s GT automobileindustry believe that the Ghibli was “thebest of the best” in many ways. In termsof style, it is perhaps one of the mostbeautiful cars ever made, with a formthat seems to imitate the wind that itsplits as it flies down the Autostrada.The Ghibli’s form is a delicate balanceof sex appeal, brutish masculinity, and afaint sense of feminine balance. Some42 years after the Ghibli was firstpenned, it is still considered one of themost beautiful cars ever made. Giugiarois quoted as saying, “The Ghibli is asymbol of outrageous hedonism, theresult of total creative freedom. I finallygot one, but not until my 60th birthday." The Ghibli was much emulated in latermodels by other manufacturers, butnone of them struck this balance in thesame way.

Its technological prowess was first inclass, with a front “mid-engine” designenabling the low sloping hood by theshorter dry sump V8, and power trans-mitted through a 5-speed gearbox. It isimportant to remember the era – the1960s – and how advanced much ofthis was for the time. The suspensionwas based on standard double A-armsin the front, and a live axle and leafsprings at the rear coupled with leafsprings. Together, this car is capable of160+ MPH top speed, impressive cor-nering capability, and brisk accelerationthat would give many cars of the day agood run.

The Ghibli, as these early conceptdesign drawings show, was designedto be low, sleek and well rounded.Looking down the hood of the Ghiblishows an aggressive and beautiful lowprofile that looks as good from theinside as it does as seen by the passer-by. Normally hidden pop-up headlight

assemblies also compliment the lowfront end. These blend well into thesmall grill opening, which gracefullyleads the Ghibli slicing into the wind.Also note the vertical turn indicatorlights that were used on the prototype,but did not make it into production,which were horizontally mounted.

The profile of the Ghibli shows how formfollows function, and the remainder ofthe design is both aerodynamic andcontinues the theme of being low andlong. The Ghibli is a long car for thetimes and the GT theme. The longwheelbase is complimented by its lowoverall height. The rear quarter panels ofthe car incorporate air vents flared intothe panel and adding design interest tothe car with the addition of the fueldoors and Maserati emblems. The rearof the car gradually slopes down to alarge and nearly horizontal window. It isinteresting to note that the windowheater lines in the Ghibli are vertical

124 n Viale Ciro Menotti, Issue #93

Mexico chassis and suspension andimproving on the motor first put in thegreat 450S racing machine, and laterfitted for the street on the 5000 GT. TheMexico further refined this motor forstreet use and the Ghibli used a deriva-tive of the Mexico V8 in 4.7-liter form.Differing from the Mexico, the Ghibli V8had a dry sump oiling system, whichwas normally associated with racingmotors, but in this case was more dueto the need for a low and sleek hood.Eliminating the oil sump allowed the

motor height to be reduced by about100 mm. Even the radiator had to beslanted to accommodate the low hoodprofile, thus demonstrating the domi-nance of the product design over engi-neering necessity.

So much about the Ghibli styling wasnew and innovative, that apart from theobvious mechanical inheritance, therewas little precedence to draw on atMaserati to inspire this kind of style. Forthe styling, a bright and strong newforce in the design field was brought

into the fold to develop the revolutionaryand fresh Ghibli form – GiorgettoGuigiaro, the famed Italian designer.The Tipo 115, in Factory parlance,began as his brainchild and was namedafter a warm wind in North Africa, as theMaserati tradition dictated.

Giugiaro was a relatively young 27-year-old designer when he joined Ghia in1965 after leaving Bertone. At the time,Ghia was going through a number ofownership changes and was widelybelieved to be on the verge of closing

Figure 3. Early drawings show quarter view of Ghibli with surprising inclusion of rear window defroster lines showing. Drawing cour-tesy of Vintage Exotics Collection.

Page 4: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 127

GhibliTipo AM11519671170 (all coupés combined including Ghibli SS)single-plug Bosch distributor with automatic advance, coil ignition (via a transistor from 1970)two concentric gear pumps (pressure and scavenge)5-speed + reverse ZF (automatic to order), self-locking differential1:3.31I=2.97; II=1.92; III=1.34; IV=1; V=0.9; R= 3.31tubular steel ladder-frame platform chassisdouble wishbones, coil springs, telescopic dampers and anti-roll barleaf springs, hydraulic telescopic dampers and anti-roll barventilated discs, servo-assisted, hydraulic, independent dual circuit294 mm discs272 mm discsworm and sector (power assistance to order)water-cooled185.04 inches (4,700 mm)70.47 inches (1,790 mm)45.67 inches (1,160 mm)100.39 inches (2,550 mm)56.6 inches (1,440 mm)55.9 inches (1,420 mm)3416 lbs (1,550 Kg)3637 lbs (1,650 Kg)front/rear Pirelli HS 205 VR 15 (215 VR 15 from 1972)magnesium alloy, 7.50 x 15 (wire wheels to order)164.5 mph (265 kmh)2-door, 2+2 coupétwo tanks, 100 liters (21 Imperial Gallons / 26 US gallons)1969-197390° V8, light alloy casting with pressed-in cylinder liners in special cast iron93.9x85 mm4,709 cc588.62 cc8.5:1310 bhp at 6,000 rpm47 Kgm (341 lbs/ft) at 3,500 rpmtwo valves per cylinder, two chain-driven overhead camshafts per cylinder banknaturally aspirated, four vertical twin Weber 40 DCNF/5 carburetors (42 DCNF/9 from 1969)N.O 98/100 RM

Maserati Ghiblifrom 1967 to 1973

The Maserati Ghibli was a high performance front-engine coupébuilt by Maserati between 1967 and 1973. A true thoroughbredGT, it was powered by a 4.7-liter engine developing 315 hp. Thedry-sump twin cam V8 engine with four twin-choke carburetorsdiffered from that used in the Mexico and Quattroporte of thesame period, which followed a wet sump design. The model wasoriginally devised as a two-seater, despite being 4.69 meters longand having a wheelbase of 2.55 meters. The Ghibli did becomea 2+2 for production.

The chassis featured simple, yet effective cart-sprung rear sus-

pension, also found on the Quattroporte II which was introducedat the same time. The project was principally overseen by Eng.Alfieri and it was unveiled at the Turin Motor Show in late 1966 onthe Ghia stand, with deliveries starting in March of the followingyear. The steel bodies (with an alloy hood) were manufactured byVignale.

The Ghibli had a fantastic asset in its striking visual appearance,and it could easily have sold itself based on looks alone. Its dra-matic styling was the work of a young Giorgetto Giugiaro, at thattime working for the Ghia studio in Turin.

MODELMASERATI INTERNAL CODE

PRODUCTION STARTNUMBER PRODUCED

IGNITIONLUBRICATION

TRANSMISSIONREDUCTION

GEAR RATIOSCHASSIS

FRONT SUSPENSIONREAR SUSPENSION

BRAKESBRAKES FRONT

BRAKES REARSTEERING

COOLING SYSTEMLENGTH

WIDTHHEIGHT

WHEELBASEFRONT TRACK

REAR TRACKDRY WEIGHT

CURB WEIGHTTIRES

WHEELSTOP SPEED

BODYWORKFUEL TANK

PRODUCTION DATESENGINE

BORE AND STROKETOTAL DISPLACEMENT

DISPLACEMENTS (UNITARY)COMPRESSION RATIO

MAXIMUM POWERMAXIMUM TORQUE

TIMING GEARFUEL FEED

FUEL & LUBRICANT

126 n Viale Ciro Menotti, Issue #93

rather than the traditional horizontal. Thiscan also be seen in the early designdrawings and this small touch seems tofurther the overall appearance of lowand long. The rear of the Ghibli abruptlydescends vertically, but nicely turnssomewhat forward, seeming to implythat every part of this car wants to be onthe move forward. This continues withthe outer panels wrapping down underthe rear bumper to finish far forward ofthe most rearward point of the car.

The Ghibli has a fantastic visual lookand sold itself on appearance alone.Giugiaro himself described the Ghibli ashaving “a very striking, long, flat hood,full-width radiator grille, pop-up head-lights, a sharply angled windscreen,wide squat sidelights that ended in avertical segment, and very clean flanks– even though the coach-line did havelots of movement to it. The rear endwas high for aerodynamic efficiency, aswell as functional reasons (the two fueltanks lie behind the rear axle and havea very raised neck).”

Over the years, the Ghibli had manyfamous owners. Henry Ford II was soimpressed by the Ghibli that he report-edly approached the Orsi family with anoffer to buy the company from them.Other notable owners included Frank

Sinatra, Milton Berle, Wilt Chamberlain,Sammy Davis Junior, Peter Sellers andJean-Paul Belmondo. Certainly thereare other famous owners of these cars,but even this short list shows that thiscar was considered as a “A-list” car toown in its day.

Early Concept Cars andTurin PrototypeThe eventual implementation of theGhibli in production is remarkablyunchanged from the original designpenned by Giugiaro. Many subtle ele-ments that can be seen in the initialdesign are changed, due to either styleconsiderations or practicality of design

and manufacturing. What is unexpect-ed from early drawings of the Ghibli ishow little the design actually evolvedfrom the initial sketches to the finaldesign. Notable changes include thestyle, but not form of the rear tail lights,the orientation of the front marker lights,the lack of air vents in the hood some ofthe locations of emblems, and sidemarker lights. The production modelseventually had a different trunk (earlywrap-down trunks like the prototype arelimited to the first 130 production mod-els), vents in the hood, side ventsbehind the front wheels and emblemsand side marker lights on the front andrear side flanks of the cars.

Figure 4. The original Ghibli prototype as displayed at the 1966 Turin auto show as its public debut. The response to this originalshowing was overwhelming for Maserati. What was believed to be a limited production car received so many orders stapled withchecks that increased production had to be planned.

Figure 5. An early Ghibli studio form that appears to be made from clay used to eval-uate the design concept and plan for production (Courtesy of Maserati North America).

Page 5: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 129

Prototype The first, and I believe only, pre-produc-tion Ghibli prototype was unveiled inGeneva in late 1966. This car was,unlike many prototypes of the day, aworking model. It was used later in theyear for demonstrations to the pressand for engineering development of theproduction models. Road and Trackwas given a ride in this vehicle in theearly in 1967. This road test and theassociated photography give us a feelfor the early Ghibli prototype.

This car was finished in a bronze exteri-or with a light gray leather interior andcharcoal carpets. While this color com-bination might be controversial in somequarters, the end result was not. Thiscar was low slung and was, in fact, a bitlower than later production models.What is most striking to me, and manyother observers, is how close this pro-totype is to the actual early productionmodels and this speaks well to its truestatus as a production prototype.

Despite this high similarity, there weresome unique features of this car thatdid not make it into the production car.One of the notable unique features isthe vertical front marker lights that fitinto the edge of the bumpers.Production models had conventional(and likely cheaper) Carello lights thatmounted to the upper or lower parts ofthe bumper, instead of being speciallymade for the Ghibli bumper. Anotherinteresting feature of the prototype wasthe location of the door entry mecha-nisms and the apparent lack of exteriordoor handles. Examination of the pho-tos and Factory sources indicate thatthe “door handles” were located at thetop of the doors and resemble more thelater Corvette production door handlesof the 70s that are integrated into apocket in the door. It is not known whythese were installed on the prototype. A1966 Road and Track article describesthese vertical “Corvette-like” door han-dles as a design issue. ProductionGhiblis used a more common handle

that was also used on other Italianmakes, including the Iso. Perhaps itwas simply a cost and availability issuewith Maserati deciding to implement themore commonly available handlesinstead of these prototype systems.

The prototype showed a wrap downtrunk which was carried over to approx-imately the first 130 models built. Laterproduction models had a cleaner trunklip that was about one inch tall andremoved the “head banger” reputationof these early models. A wrap downtrunk is a tell tale sign that the car is an

early model and was built in the very ear-liest production run of bodies – or as Irefer to them “early production bodies.”One source (unconfirmed) stated thatMaserati never thought beyond the first100 cars when it was shown and theunexpected rush of orders for the newcar caused them to expand the originalhand built production run to 130 carsand plan for a larger production runresulting in the later production bodies.

The prototype and early versions of thiscar had a single air inlet to the radiatorthrough the grill as can be seen in

Figure 7. This side shot of the Ghibli prototype shows the lack of exterior productiondoor handles and the early drop down trunk. The exhaust, bumpers and side trim aremuch as they were on early production models. (Source: Road and Track 1966)

Figure 8. Front shot of the Ghibli with the lights lifted. The early bodies, like the proto-type, lacked additional air inlets for the radiator. (Source: Road and Track 1967)

128 n Viale Ciro Menotti, Issue #93

The new Ghibli project was principallyoverseen by Engineer Alfieri, and it wasunveiled at the Turin Motor Show in late1966 on the Ghia stand. At this show,deliveries were to start in March of thefollowing year, so the production of thebodies and mechanical elements werefairly mature by the time of the show.The steel bodies (with an occasionalalloy hood or trunk) were manufacturedby Carrozzeria Ghia, although severalsources (including Maserati’s web site)state that Vignale assisted in productionin some capacity.

Judging by the construction of theGhibli, the early bodies were coach-built and showed the expected qualityof build associated with hand-craftedand stitched body panels. Many of theearly Ghiblis show hammer marks onthe hoods, trunks and lower portionsof the bodies, not readily seen from“street level.” Later Ghiblis showmarked improvements in the bodyworkmanship, as the details of themanufacturing and processesassumedly improved with experienceand number. Many of the survivingGhiblis have been restored to the pointof being very straight, and the crafts-

manship of the bodies is far better nowthan when they left the Factory.

The early Ghiblis were very roughmachines. The history on how the bod-ies were made, what processes wereemployed, and when changes occurredare not entirely clear. However, the veryearly bodies appear to be mostly coachbuilt, while the later bodies – 1969 andlater – appear more refined, perhaps asa result of more stamping operations forpanels and improved assemblyprocesses. I personally refer to the earlybodies (the first approximately 130 cars)as the “early production bodies,” asthey closely resemble the original proto-type shown in Geneva. I also refer to the1968 and later bodies as “productionbodies” since they show serious signsof production improvements.

Maserati changed a lot of the featureson the cars – especially during the firstyear of production. The very earliestcars had some unique features notfound on the later cars, and theseincluded both mechanical and cosmet-ic elements. To further the confusion,the numbering on the cars has a hap-hazard element to it with cars num-bered later having earlier features and

differing engine sizes than one wouldexpect. Maserati apparently had logicalreasons for doing this, ranging from theway the cars were ordered, to usingparts on hand to finish a production run,to avoiding ever increasing US marketimport requirements.

According to sources at the MaseratiFactory and other collectors with expe-rience with these cars, the bodies wereassembled and painted at theCarrozzeria and delivered to Maseratiready for assembly. Many of the cars’bodies remained at the Factory until anorder was received asking for a particu-lar color. This explains the fact thatmany of the early bodies with the wrapdown trunks were mixed in with laterproduction cars. This author’s 1967Ghibli, for example, is numberedAM115-276 – was assembled in March1968 according to Factory records,included an early (and rough) wrapdown trunk body, but had electrical andmechanical components from later1968 models. Maserati was also knownto “fudge” the year of manufacture, aswas the case with this car, to avoidemissions requirements and make cus-tomer orders.

Figure 6. The first Ghibli prototype with Bertochi, the official Maserati “test driver” holding the door open. (Source: Road and Track 1967)

Page 6: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 131

Ghibli SSTipo AM115/4919691170 (total Ghibli & Ghibli SS production)single-plug Bosch distributor with automatic advance, coil ignition (transistorised from 1970)two concentric gear pumps (pressure and scavenge)5-speed + reverse ZF (automatic to order), single dry plate clutch, self-locking differential1:3.31I=2.97; II=1.92; III=1.34; IV=1; V=0.9; R= 3.31tubular steel ladder-frame platform chassisdouble wishbones, coil springs, telescopic dampers and anti-roll barleaf springs, hydraulic telescopic dampers and anti-roll barventilated discs, servo-assisted, hydraulic, independent dual circuit294 mm discs272 mm discsworm and sector (power assistance to order)water-cooled185 inches (4,690 mm)70.47 inches (1,790 mm)45.67 inches (1,160 mm)100.39 inches (2,550 mm)56.6 inches (1,440 mm)55.9 inches (1,420 mm)3,640 lbs (1,660 kg)3,901 lbs (1,770 kg)front/rear Pirelli HS 205 VR 15 (215 VR 15 from 1972)magnesium alloy, 7.50 x 15 inch (wire wheels to order)285 Km/h (177 mph)2-door, 2+2 coupétwo tanks, 100 liters (21 Imperial Gallons / 26.5 US gallons)1969-197390° V8, light alloy casting with pressed-in cylinder liners in special cast iron3.7x3.5 inches (93.9x89 mm)4,930 cc616.16 cc8.5:1335 bhp at 5,500 rpm49 Kgm (355.5 lbs/ft) at 4,000 rpmtwo valves per cylinder, two chain-driven overhead camshafts per cylinder banknaturally aspirated, four vertical twin Weber 42 DCNF/11 carburetorsN.O 98/100 RM

Maserati Ghibli SSfrom 1969 to 1973

In 1969 Maserati launched the Ghibli SS, a sportier version ofits flagship coupé with the dry-sump 90° V8 now enlarged to4.9 liters. The dry sump design had been devised in order tobest accommodate the low hood line of Giugiaro’s sleekcoupé, and was later used for the very same reason on theKhamsin. Horsepower was up to 335 which gave a top speedof 280 kph (175 mph). This turned the Ghibli SS into thefastest Maserati road car in production. Prodigious braking

performance came from the two twin-servo assisted ventilat-ed discs with three pistons per caliper.

The equipment level was worthy of such a thoroughbred GTwith adjustable steering column, anti-theft steering lock,leather upholstery, tinted & electric windows, reclining seatswith head rests, heated rear windscreen, dashboard clockand even air conditioning all came as standard.

MODELMASERATI INTERNAL CODE

PRODUCTION STARTNUMBER PRODUCED

IGNITIONLUBRICATION

TRANSMISSIONREDUCTION

GEAR RATIOSCHASSIS

FRONT SUSPENSIONREAR SUSPENSION

BRAKESBRAKES FRONT

BRAKES REARSTEERING

COOLING SYSTEMLENGTH

WIDTHHEIGHT

WHEELBASEFRONT TRACK

REAR TRACKDRY WEIGHT

CURB WEIGHTTIRES

WHEELSTOP SPEED

BODYWORKFUEL TANK

YEARS OF ACTIVITYENGINE

BORE AND STROKETOTAL DISPLACEMENT

DISPLACEMENTS (UNITARY)COMPRESSION RATIO

MAXIMUM POWERMAXIMUM TORQUE

TIMING GEARFUEL FEED

FUEL & LUBRICANT

130 n Viale Ciro Menotti, Issue #93

Figure 8. Later models of the early bod-ies had two additional air vents formedin the sheet metal directly below thegrille, adding additional airflow. We canonly assume that incidences of over-heating at speed have been reporteddue to this oversight. All productionbodies have the air inlet modification.The Factory also retrofitted some of theearly cars (such as the author’s AM115-276) with these two air inlets.

Another interesting area of differencebetween the prototype and early cars isthe hood. The prototype Ghibli has apair of air vents in the hood that providefor increased airflow through the radia-tor and most likely reduce under hoodtemperatures. They also look great. Ihave personally seen some of very earlycars that do not have these vents andthis leads me to believe that many earlyhoods had this “simplification” to make

production easier. Again, a goodassumption is that the hood vents wereadded later to deal with apparently trou-blesome airflow issues. On the author’sGhibli 276, it is clear that the hood ventswere added to an otherwise flat hoodby welding in hammer formed vents intothe flat hood panel. Later productionhoods appear to be stamped.

Examination of the interior of the proto-type Ghibli indicates that overall it ismuch the same as the early Ghibli cars.The gauge positions and switchesappear to be the same as productioncars. One interesting variation is thelocation of the gearshift exit from thecenter console. Experienced Ghibliowners will notice that the productioncar had the gearshift exiting furtherback on the center console. Thus, theapparent position in this car could bedue to a different transmission than theproduction cars, the motor/transmis-sion assembly being mounted furtherforward than the production models, orthe dash assembly being further back inthe car. Whatever the reason, there is anotable geometry difference here.

The view of the motor compartment ofthe prototype also reveals similarity tothe production models. Overall, there ismuch the same equipment – the twobrake fluid reservoirs indicating dualhydraulic system brakes, the unique“backwards” York air conditioning com-pressor, the slanted radiator and con-ventional ignition. The fuel pressure reg-ulator is mounted further back than theproduction cars and there is a “mysterybox” between the ignition coil and thefuel regulator. Ghibli owners familiar withadjusting the latches on the hood willnotice that the hood latches vary fromproduction units and have an interestingcenter pivot which shows in the partsmanuals but is not seen on later cars.

Production ModelsAll early production Maserati Ghiblisused the standard independent front

Figure 9. Interior shot of the Ghibli prototype. (Source: Road and Track 1967)

Figure 10. The engine bay of the Ghibli prototype. (Source: Road and Track 1967)

Page 7: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 133

were ever sold with it. Many peoplefound the top somewhat unattractive,as it breaks up the otherwise beautifullines of the Spyder, but its rarity makesit an accessory that is in high demandamong collectors today.

The Spyder was also offered in SSform. With only twelve produced, itremains a mystery why so few Ghibliswere ordered in Spyder trim. Produc-tion of both these 4.7-liter and 4.9-litervariants continued until late 1972.

Production NumbersNominally, the Ghibli numbering fol-lowed a systematic development andstarted at AM115-002 and continuedusing even numbers only for theCoupes. Motors always had the samenumber stamped on them, as the chas-sis and this stamp is located on the topof the block near the back of the heads.

The Spyders had odd numbers andthis is a key method to determine if theMaserati Spyder at hand is a conver-sion or a Factory produced Spyder. Itis estimated that approximately 50Coupes were converted to Spyders.(See chart above.)

Variations Between ModelsMaserati made a number of modifica-tions during the production of the Ghibli.Many of the variations involved modifi-cations of the mechanical, interior andcosmetic facets of the car. Some of thechanges were due to changes fromprototype based production techniquesand many of the changes were due tochanges in safety and emissionsrequirements.

Tracking such variations and changesare always interesting. Maserati had apolicy of assembling cars to order asdictated by customer’s needs, as wellas the availability of parts on hand. Assuch, many early cars have differentbody features (no hood vents, no undergrille vents, and wrap down trunks) andnumbers of such cars did not always fall

into the first 120 cars, even though it isbelieved that only 120 of the early bod-ies were produced. Further, customerswould occasionally order items such asenlarged fuel tanks (one such car wasowned by Ivan Ruiz – a euro version SSGhibli numbered AM115/49 1986). TheFactory is also known to have installedthe larger 4.9L motors into a dozen orso non-SS cars. One such example isnumber AM115-206, which is an earlycar, it left the Factory on January 9,1968 for Germany, had ventilated disks,type 42 wheel hubs, and was fitted witha 4.9 L motor. Factory records recordthis car as a Ghibli 5000 – which is oddand interesting. Thus, any and all varia-tions of the configurations quoted hereare subject to a large uncertainty factor!

Model Chassis Number Range Number ProducedYear1967 Coupe: 002 - 182 90 Coupes1968 Coupe: 184 - 732 274 Coupes1969 Coupe: 734 - 1432 Spyder: 1001 - 1059 271 Coupes, 29 Spyders1970 Coupe: 1434- 1884 Spyder: 1061 - 1233 225 Coupes, 64 Spyders1971 Coupe: 1886 – 2282 Spyder: 1235 - 1299 198 Coupes, 32 Spyders1972 Coupe: 2284 – 2508 112 Coupes

AM

115-

002

to A

M11

5-20

2 • Early productionbodies

• Smiths gauges

• Dual brakeboosters (Girling)

Dual front calipers

• Wrap down trunk

• Heads cast fortwo plugs per cylinder

• Cannister oil filters

• 38 DCNL WebersA

M11

5-20

4 to

AM

115-

232

AM

115-

234

to A

M11

5-41

6

AM

115-

418

to A

M11

5-67

6

AM

115-

678

- A

M11

5-25

08• Ventilated diskson brakes

• Larger diameterknock off wheelhubs

• Under grille airvents

• New window lifts

• Veglia gauges

• Spin off oil filters

• 40 DCNLWebers

• New door locks

• New hood locks

• New windshieldwiper system

• Shorter trunk lid(with exceptionssuch as author'sAM115-276 withwrap down trunk)

• New carburetors(42 DCNF Webers)

• Change to newdistributor &capacative dis-charge ignition

• Mods to air con-ditioning and venti-lation systems

• Single disk clutch

• New panhardrod assembly

• Bonaldi brakebooster (single)

• New crankshaft

• Bolt on wheels asstandard

• New plastic dashvents

• New dashboardlayout and swiches(square)

• Padded steeringwheel hubs

Figure 13. Factory changes based on production number. Maserati's numbering system was not always reliable and as such thislist should only be considered as a guide. The author's own car is an excellent example with an early body and late mechanicals.

132 n Viale Ciro Menotti, Issue #93

suspension employing coil springs,conventional shock absorbers and ananti-roll bar. At the back was a conven-tional Dana 44 (Salisbury) differentialwith dual leaf springs, radius rods, con-ventional Koni shocks and another anti-roll bar. A pair of 12-gallon fuel tanksprovided a range of nearly 300 miles.Braking was accomplished by Girlingdisc brakes, using dual brake boostersas was used on various Sunbeams,Lamborghinis and other European cars.Standard were beautiful Campagnolomagnesium alloy knock-off wheels withPirelli Cinturato tires. Knock-off Borraniwire wheels were also available as anoption and gave the car a beautiful, ifnot aggressive appearance.

Maserati's proven four overheadcamshaft V8 was derived from the old450S motor. The motor’s displacementwas 4719 cc, thanks to a bore andstroke of 93.9 x 85 mm, respectively.Compression was 8.5:1 and fourWeber 38 DCNL carburetors were fittedto early models. The earliest enginesproduced 330 bhp at 5500 rpm, butlater production engines were fitted withthe bigger 40 DCNLs and the motorswere capable of running at 6000 rpmand producing 340 bhp. The motor wasdry sump oiled and was coupled to ahydraulic clutch. Early models used thedual plate clutch system, which wasderived from race experience. Whileperhaps a superior engineering solu-tion, customers found this combinationdifficult to drive due to the “on-off”nature of this arrangement. A change

early in the production run to a singleplate clutch made the standard ZF five-speed gearbox a bit more civilized. The4.7-litre V8 provided enough grunt for a168 mph top speed, 0-60 in 6.4 sec-onds and 0-100 in 15.2. The standingquarter was possible in 14.5 seconds.

The Ghibli stood at a mere 45-incheshigh and access to the interior wasremarkably good. The interior demon-strated a well laid out set of instrumentsand switches, but there is still somemystery in decoding the purpose ofmany of the switches without readingthe Owner’s Manual. One of theremarkable things that tall people willnotice about the Ghibli is the very tallheadroom available. Even the tallestpeople could fit into the Ghibli with noproblems. Air conditioning was fitted asstandard along with electric windows.Early cars had a small tray and cushionsbehind the seats that served as smallrear seats. My children have rode backin these “seats” and enjoyed the expe-rience immensely.

Several options were available for theproduction car, including a Borg-Warner automatic transmission, powersteering and Borrani wire wheels.Supplementary driving lights could beordered along with a Blaupunkt AM/FMstereo. European cars were fitted with a3.31 rear axle ratio and North Americanmodels received a slightly livelier 3.54axle ratio.

In 1969 Maserati launched the GhibliSS, a sportier version of the coupe with

the V8 now enlarged to 4.9 liters.Horsepower for the SS was up to 335,which gave a top speed of 175 mph.This turned the Ghibli SS into the fastestMaserati road car in production. Thereare few visual cues to the SS model,other than the SS emblems on the trunkand on the glove box. An additional andnotable visual difference was theexhausts where the Factory SS haddual exhaust exits below the rearbumper as opposed to the standardGhibli driver’s side exits.

Factory SpydersThe Maserati Ghibli was offered as aconvertible from 1969 until 1972, withthe same dry sump 4.7 liter V8 as thecoupe. The Spyder was first shown atthe Turin Salon in November 1968 andproduction was underway by early1969. Some twenty-one exampleswere completed before the end of thatyear. The Ghibli Spyder was one of thelast projects Giugaro worked on forGhia in 1967 before setting up his ownconsultancy – Italdesign. The clean linesthat characterized the Coupe were onlyaccentuated by the drop dead gor-geous Spyder. The fabric top foldedaway neatly underneath a rear deckpanel behind the seats and could beraised or lowered in quickly. The gasfillers were relocated to the top of thequarter panels ahead of the trunk lid,but the remainder of the car is much asthe Coupe. A Factory hardtop with largewindows made the car a practical com-panion for all seasons, although onlybetween 20 and 25 Ghibli Spyders

Figure 11. The beautiful Maserati Ghibli. This model was alsoequipped with the optional removable hard top (Courtesy of Ivan Ruiz).

Figure 12. The Ghibli Spyder hardtop. Some consider this aless than desirable addition to the clean lines of te Ghibli butwith its rarity, it is still considered a very desirable option tohave. (Courtesy of Ivan Ruiz)

Continued on Page 136

Page 8: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

134 n Viale Ciro Menotti, Issue #93

Ghibli SpyderTipo AM115/S1967125 (total Ghibli Spyder & Spyder SS production)single-plug Bosch distributor with automatic advance, coil ignition (via a transistor from 1970)two concentric gear pumps (pressure and scavenge)5-speed + reverse ZF (automatic to order), self-locking differential1:3.31I=2.97; II=1.92; III=1.34; IV=1; V=0.9; R= 3.31tubular steel ladder-frame platform chassisdouble wishbones, coil springs, telescopic dampers and anti-roll barleaf springs, hydraulic telescopic dampers and anti-roll barventilated discs, servo-assisted, hydraulic, independent dual circuit294 mm discs272 mm discsworm and sector (power assistance to order)water-cooled185.04 inches (4,700 mm)70.47 inches (1,790 mm)45.67 inches (1,160 mm)100.39 inches (2,550 mm)56.6 inches (1,440 mm)55.9 inches (1,420 mm)3416 lbs (1,550 Kg)3637 lbs (1,650 Kg)front/rear Pirelli HS 205 VR 15 (215 VR 15 from 1972)magnesium alloy, 7.50 x 15 (wire wheels on request)169 mph (272 kmh)two-door, two-seater spydertwo tanks, 100 liters (21 imperial gallons / 26 US gallons.)1969-197390° V8, light alloy casting with pressed-in cylinder liners in special cast iron93.9x85 mm4,709 cc588.62 cc8.5:1310 bhp at 6,000 rpm47 Kgm (341 lbs/ft) at 3,500 rpmtwo valves per cylinder, two chain-driven overhead camshafts per cylinder bankaturally aspirated, four vertical twin Weber 40 DCNF/5 carburetors (42 DCNF/9 from 1969)N.O 98/100 RM

Maserati Ghibli Spyderfrom 1969 to 1972

The Maserati Ghibli was offered as a convertible from 1969until 1972, with the same dry sump 4.7 liter V8 as the coupé.The clean lines that characterized Giugiaro’s design were avisual delight, the classic proportions of the front-engine con-figuration with a long hood and steeply raked windscreen pro-duced this effect. It was strictly a two-seater. The fabric rooffolded away neatly underneath a rear deck panel behind theseats and could be raised or lowered in just a matter of min-utes. A stunning factory hardtop with large windows made thecar a practical companion for all seasons, although only

between 20 and 25 Ghibli Spyders were ever sold with it,making it an accessory that is in high demand among collec-tors today.Along with the Simùn prototype, the Ghibli Spyder was one ofthe last projects Giugiaro worked on for Ghia in 1967 beforesetting up his own consultancy. In the 4.7 guise the GhibliSpyder was capable of reaching speeds of 250 kph (156mph).

MODELMASERATI INTERNAL CODE

PRODUCTION STARTNUMBER PRODUCED

IGNITIONLUBRICATION

TRANSMISSIONREDUCTION

GEAR RATIOSCHASSIS

FRONT SUSPENSIONREAR SUSPENSION

BRAKESBRAKES FRONT

BRAKES REARSTEERING

COOLING SYSTEMLENGTH

WIDTHHEIGHT

WHEELBASEFRONT TRACK

REAR TRACKDRY WEIGHT

CURB WEIGHTTIRES

WHEELSTOP SPEED

BODYWORKFUEL TANK

PRODUCTION DATESENGINE

BORE AND STROKETOTAL DISPLACEMENT

DISPLACEMENTS (UNITARY)COMPRESSION RATIO

MAXIMUM POWERMAXIMUM TORQUE

TIMING GEARFUEL FEED

FUEL & LUBRICANT

Viale Ciro Menotti, Issue #93 n 135

Ghibli Spyder SSTipo AM115.S/491973125 (total Ghibli Spyder and Spyder SS production)single-plug Bosch distributor with automatic advance, coil ignition (via a transistor from 1970)two concentric gear pumps (pressure and scavenge)5-speed + reverse ZF (automatic to order), self-locking differential1:3.31I=2.97; II=1.92; III=1.34; IV=1; V=0.9; R= 3.31tubular steel ladder-frame platform chassisdouble wishbones, coil springs, telescopic dampers and anti-roll barleaf springs, hydraulic telescopic dampers and anti-roll barventilated discs, servo-assisted, hydraulic, independent dual circuit294 mm discs272 mm discsworm and sector (power assistance to order)water-cooled185.04 inches (4,700 mm)70.47 inches (1,790 mm)45.67 inches (1,160 mm)100.39 inches (2,550 mm)56.6 inches (1,440 mm)55.9 inches (1,420 mm)3416 lbs (1,550 Kg)3637 lbs (1,650 Kg)front/rear Pirelli HS 205 VR 15 (215 VR 15 from 1972)magnesium alloy, 7.50 x 15 (wire wheels to order)174 mph (280 kmh)two-door, two-seater spydertwo tanks, 100 liters (21 Imperial gallons / 26 US gallons)1969-197390° V8, light alloy casting with pressed-in cylinder liners in special cast iron93.9x89 mm4,930 cc616.16 cc8.5:1335 bhp at 5,500 rpm49 Kgm (355.5 lbs/ft) at 4,000 rpmtwo valves per cylinder, two chain-driven overhead camshafts per cylinder banknaturally aspirated, four vertical twin Weber 42 DCNF/11 carburetorsN.O 98/100 RM

Maserati Ghibli Spyder SS1973

Maserati’s Ghibli Spyder was launched in 1969, the sameyear the 4.9 engine was introduced on the coupé. The newpower unit was immediately available on the Spyder and thecars that were fitted with it were identified as the Ghibli SpyderSS. With 335 hp and a 270 kph top speed (169 mph) tomatch its stunning looks it was one of the most desirable pro-duction cars in the world at that time. It was also one of themost expensive. Of just 125 total Ghibli Spyders sold in thefive years that the model was available, only a fifth were to SSspec – which today makes it a universally recognized and

much sought after classic, to such an extent that more than afew coupés have been transformed into Spyders through theyears.As on the coupé, an automatic gearbox could be fitted uponrequest and a significant number of Ghiblis were sold with it,as the United States was always the model’s main market. Atthe Turin motor show in late 1970 minor changes were intro-duced to the Ghibli model lineup, mainly involving the head-lights, dashboard and headrests.

MODELMASERATI INTERNAL CODE

PRODUCTION STARTNUMBER PRODUCED

IGNITIONLUBRICATION

TRANSMISSIONREDUCTION

GEAR RATIOSCHASSIS

FRONT SUSPENSIONREAR SUSPENSION

BRAKESBRAKES FRONT

BRAKES REARSTEERING

COOLING SYSTEMLENGTH

WIDTHHEIGHT

WHEELBASEFRONT TRACK

REAR TRACKDRY WEIGHT

CURB WEIGHTTIRES

WHEELSTOP SPEED

BODYWORKFUEL TANK

PRODUCTION DATESENGINE

BORE AND STROKETOTAL DISPLACEMENT

DISPLACEMENTS (UNITARY)COMPRESSION RATIO

MAXIMUM POWERMAXIMUM TORQUE

TIMING GEARFUEL FEED

FUEL & LUBRICANT

Page 9: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 137136 n Viale Ciro Menotti, Issue #93

BrakesAll Ghiblis had four-wheel disk brakeswith power assist, but there were threesignificant variations. The very earliestcars used non-ventilated disks and thefront brakes had dual calipers. Lessthan 100 cars had this unique setup.

Early cars also had the dual hydraulicsystem with dual brake boosters. TheseGirling units were common toLamborghini. Sunbeams and Volvos ofthe era and operated independently ofeach other. Later models used a moreconventional Bonaldi booster mountedto the master cylinder.

Interior andInstrumentationThe early cars through 1969, and manyeuro versions after this date, are con-sidered to have the most graceful interi-or and dash setup. These cars wereequipped with Smiths gauges and tog-gle switches like many other Italian carsof the era. They also had the solid castaluminum vent covers for heating andventilation. In 1968, Maserati switchedthe gauges to a more modern Vegliagauge. US bound cars were later fittedin late 1969 and 1970 with less attrac-tive and less reliable rocker switches.Many of the later interiors had paddedsteering wheels in the interest of safety.It is almost universally agreed that theearly dash and interior is more attractiveand desired.

The remainder of the Ghibli interiorremained much the same as the latermodels outside of the dashboard.Many different interior colors wereavailable including, but not limited to:black, cream, red, tobacco, tan andblue. The dashboards are all coveredby Alcantara and always in black, ascan be seen in the associated images.The headliner was also a single color,which would best be described as alight tan color.

Figure 14. Image of the early dual brake caliper setup. Courtesy of Ivan Ruiz.

Figure 15. Dual brake boosters used on early cars. These systems were locatedbehind the driver's side wheel as shown. Courtesy of the Vintage Exotics Collection.

Figure 16. Early Ghibli dash with rocker switches and steering wheel “not safe at any speed.” Courtesy of Ivan Ruiz.

Figure 17. Later dash board configuration (actually from a SS model) with rocker switches and padded steering wheel. Courtesy ofIvan Ruiz.

Page 10: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 139138 n Viale Ciro Menotti, Issue #93

ColorsMaserati has had a standard set of exterior colors that theyoffered. The following colors were noted from an earlyFactory note translated from Italian by the author:

Table 1. Colors available on the GhibliBianco Polo Park Soft WhiteVerde Germoglio Pea GreenGiallo Fly Fly YellowAzzuro Bright BlueBleu Montecarlo Navy BlueRosso Fuoco Bright RedNero BlackArgento Auteuil SilverGrigio Ferro Metallic Metallic Charcoal GreyOro Longchamps Metallic BrownRame Metallic BronzeBlue Sera Metallic Metallic Dark BlueBleu Ischia Metallic Metallic Medium BlueBleu Metallic Metallic Light BlueCeleste Chiaro Metallic Light Sky BlueBerde Pino Metallic Metallic Dark greenVerde Medio Metallic Metallic Light GreenMarrone Metallic Brown metallicRosso Rubino Maroon Metallic

Changes to BodyApart from the obvious difference with the Spyder andCoupe, the bodies remained more or less similar in appear-ance. The early cars showed the majority of unique bodyfeatures and this is possibly due to the hand built nature ofthe early cars. The variations on the early bodies included:hood, under grille air inlets, and the trunk.

A few very early cars appear without the notable hood vents.I have personally noted three different cars, all with chassisnumbers less than 100, with “ventless” hoods. Other thanease of manufacture, there is no apparent reason for this

deletion. Even the very first prototype had this feature so thedeletion may have been an attempt at design simplificationwhich was later added back into the production run becauseof functionality.

Other changes to the exterior of the car had to do withbumper over-riders and marker lights. Starting in approxi-mately 1969, bumperettes were added to the Ghibli that weremostly graceful. Later models in 1971 and 1972 had muchheavier looking bumper riders as seen in Figure 20. Thesewere due to US bumper impact ratings and became ratherunsightly. Other deviations and changes are the front markerlights. Very early cars had the front turn signal lamps mountedon the lower portion of the front bumper. Additionally, largemarker lights were added on post 1971 cars for the same USsafety regulations.

Figure 18. This very early Ghibli has several unique featuresincluding a ventless hood, no air inlet vents under the grille, andno marker lights. Courtesy of the Vintage Exotics Collection.

Figure 19. Comparison of two differing trunks from the early pro-duction bodies and the later production series. The latter is gen-erally accepted as more practical if that word applies!

Figure 20. A later SS model with bumper over-riders andchanges in marker lights. Many euro versions of these later carsdid not have the unsighly additions added in response to USsafety regulations.

Figure 21. From bumper light locations. Early versions are on the left. For 1968 through about 1970, the Carello lights were movedto the top of the grille opening. Later cars had a cheaper looking plastic light mounted on the bottom of the grille.

Figure 22. Early V8 with the DCNL carburetors. The Maseratis seem to have as muchbeauty under the hood as outside. Courtesy of Ivan Ruiz.

MotorThe Ghibli motor stayed mostlyunchanged throughout the productionrun. With the exception of the larger4.9-liter SS motor, the Ghibli had thesame 4.7-liter V8. The early models hadthe 38 DCNL and 40 DCNL Weber car-buretors, while the later motorsswitched to the DCNF carburetors.Visually, these systems were the sameuntil later versions of the car had a dif-ferent air filter that is often referred to asthe “box.” In approximately 1969, theGhibli received a much-neededupgrade in its ignition system – from astandard dual point system to aCapacitive Discharge ignition. Thissolved a troublesome cold start prob-lem with the motor, as well as knownincidences of plug fouling. Early V8salso had an old-fashioned cartridge oilfilter system that had a heat exchangerbuilt into it to serve as an oil cooler. This

Factory Ordered OptionsThere are no rules in Maserati collection except that any com-bination of production number, year and option is possible andit may indeed be genuinely a Factory option. The bottom line isthat Maserati often tailored the many cars that it produced forits owners. The following is a list of options that have beennoted on some cars and are believed to be Factory installed:enlarged fuel tanks, 4.9 liter motors in non-SS cars, latermechanicals installed in early bodies and registered as an earlycar, special paint and interior colors, custom tail-lights featur-ing three round Ferrari-like lenses and non-standard wheels(one example with Ferrari like Chromodora wheels is known). Iam sure that there are other examples that have been noted byother collectors and the possibilities are numerous!

Page 11: The Maserati Ghibli: An Exciting Evolution · PDF fileViale Ciro Menotti, Issue #93 n 125 when Giugiaro joined them as the head of design. Here, Giugiaro penned the Ghibli, which many

Viale Ciro Menotti, Issue #93 n 141140 n Viale Ciro Menotti, Issue #93

system circulated coolant through theoil filter to maintain consistent oil tem-peratures. Conventional “throw away”oil filters, along with an externallymounted oil cooler, later replaced thissystem. Many owners report the oldheat exchanger system is prone to leak-ing engine coolant into the oil and viceversa.

WheelsThe Ghibli came with four wheel varia-tions. The early models were all classicknock-off hub designs and had a veryclean outward appearance. Newermodels switched to a more classiclug/nut design and particularly on wirewheels were less graceful. The Ghibliwas offered with the CampognoloMagnesium star wheels as standardwith Borrani wire wheels as optional.Later models continued with wirewheels and the bolt-on Campognolowheels, but also had an upgradedCamognolo wheel mounted to only thevery latest cars.

The Last GhibliOver its design life, the Ghibli did notvary greatly in overall function. Manytechnical improvements were made tothe car to fix problems that becameknown to the Factory, and otherchanges were made in the name of reg-ulation. This was true mostly of the US-bound cars. The European market carsremained truer to the initial vision andare often considered the highly desir-able models. In the end, nearly 1200Ghiblis were made and many have sur-vived.

How many have survived through theyears? It’s hard to know exactly. It isclear that the very early cars often suf-fered from engine fires and met theireventual demise in this way. Others had

their motors replaced by Chevy V-8s(yes, I know) and eventually died of neg-lect. Yet others were wrecked and mettheir demise by the crusher. Rust wasalso a well-known malady of these cars,as the hand-made nature of the carswas not conducive to long life.

In the end, the Ghibli went throughmuch the same pattern as other un-loved exotics. Maintenance costs werehigh due to specialty mechanics andparts costs, and after a certain amountof depreciation, the cars no longer justi-fied keeping in the minds of many orig-inal buyers. The lower priced cars(many Ghiblis could be had for less then$10,000 USD a mere 15 years ago)were bought by people without themoney to maintain them.

The market for the Ghibli has clearlyturned, and with it many cars are nowbeing restored and being done well.This has also helped by increasingavailability of many parts for the cars.While it’s only a guess, there are likelysome 500-600 Ghiblis remainingworldwide, with about half of them stillon the road on any regular basis. Iexpect that the number will continue todecline, but I would imagine thisdecline to slow, as more and morepeople find this highly desirous carworthy of the cost of ownership. n

Figure 23. Variations on Ghibli wheelsincluding the most commonCampognolos, the Borrani wire wheels,the bolt-on wire wheels and the lateCampognolo wheels.

"The good, the bad and the donkey.(Giugiaro at 70)(Giorgetto Giugiaro automotiveengineer shares his wish for designing cars)." Automotive News Europe. CrainCommunications, Inc. 2008. HighBeam Research. 24 May. 2009

Figure 24. One of the very first Ghibli Coupes and very last Ghibli Coupes. Largely unchanged, this car transisioned from the heydayof the 1960s to the emissions and safety laden concerns of the 1970s.