1977 Maserati Khamsin

Produced in Modena, Italy, where the air tinged with the scent of burning rubber and rich leather, the Khamsin was a car birthed in a small and unassuming workshop. Its name was from the hot, dusty winds of the Egyptian desert which had inspired its designer, Marcello Gandini of Bertone, along with the sleek and aerodynamic shape of an aircraft. He wanted to blend both elements into a car that was both a thrill to drive and a sight to behold. What was conceived in the early 1970s became more than just a vehicle, but a work of art that captured the spirit of the era. The Khamsin's design was revolutionary, with its slanted nose and long, low body that screamed speed even when it was standing still. Its wedge-shaped profile was completed by an equally impressive rear, featuring a distinctive shark-like fin that not only added to its beauty but also improved its aerodynamics.

Inside, the Khamsin was a testament to luxury and craftsmanship. The cockpit was designed to embrace the driver, with every control and gauge within easy reach. The leather seats were hand-stitched, and the wood trim gleamed with a rich, deep luster. It was a space where every detail was meticulously considered, creating an atmosphere that felt both opulent and exhilarating. Standard features included air conditioning, electric windows, a radio, an adjustable steering column, and full leather upholstery.

Zero to sixty mph was achieved in just over six seconds, courtesy of the 4.9-liter front mid-mounted V8 engine. The power was managed through a five-speed manual transmission, allowing drivers to truly connect with the machine and experience the thrill of the road.

The Maserati Khamsin made its debut in November 1972 at the Turing Show as a concept car. It was displayed on the Bertone stand and represented the company's first work for Maserati. The production version was shown at the Paris Motor Show in March 1973. Regular production commenced in 1974 and continued through 1982, with a total of 435 examples rolling out the factory's door.

The Khamsin was the final evolution of a long and noble line of front-engine supercars from the trident-sporting marque. It followed in the wake of the 3500 GT, Mistral and Ghibli, and continued its forebear's tradition of being a more restrained and conservative alternative to its contemporary Modenese rivals, appealing to an altogether more sophisticated clientele, who appreciated the finer things in life.

Maserati's new relationship with parent company Citroen afforded the Khamsin the benefit of their technology, incorporating a hydraulic system that included speed-variable power steering, along with the clutch and dual circuit brakes. The Citroën SM's DIRAVI speed-sensitive variable assistance made steering lighter and easier while parking, and decreased its intervention with speed. Both the clutch command and vented disc brakes were hydraulically actuated and assisted. The pop-up headlights and adjustable seats also benefitted from Citroen technology as both were hydraulically actuated.

Mechanical Specification

The Maserati Khamsin had a 100.4-inch wheelbase, an overall length of 173.2 inches, a height of 46.5 inches, and a width of 71 inches. It was an all-steel monocoque structure with a rear Silentbloc-bushing insulated tubular subframe supporting the rear differential and suspension. Compared to the predecessor, the Ghibli, which used a leaf-sprung solid axle, the Khamsin had double wishbones all around with anti-roll bars, coaxial springs, and shock absorbers.

Braking power was via four-wheel power-assisted hydraulic discs.

The 4.9-liter four-cam alloy dry sump V8 engine (AM 115.10.49) was mounted in the front, but pushed back in the 'front-mid' position, resulting in a perfect 50/50 weight distribution. Since the engine was positioned back towards the firewall, there was room at the front, beneath the radiator, for the full-size spare tire.

The engine had dual overhead camshafts, 16-valves, Bosch electronic ignition, and dry-sump lubrication and produced 320 horsepower at 5,500 RPM and 355 lb-ft of torque at 4,000 RPM. Fuel was fed to the engine through four double barrel 42 DCNF 41 Weber carburetors. Like the Ghibli, the Khamsin had dual fuel tanks, with the main tank located below the cargo floor and a small taker off to the right. A single fuel filler on the right-hand side was connected to the smaller tank, feeding both tanks.

The transmission was a five-speed, all-synchromesh ZF manual gearbox with a single-plate dry clutch. A three-speed Borg Warner automatic was available as optional equipment.

The 7½J 15-inch Campagnolo alloy wheels were wrapped with 215/70 Michelin XWX or Pirelli Cinturato CN12 tires.

The Maserati Khamsin in the United States

The early 1970s witnessed the genesis of numerous new legislation aimed at making vehicles safer and reducing emissions. All vehicles destined for the U.S. shore had to comply, and many necessitated significant design changes. The Khamsin was not immune, and alterations included specific bumper placement, height, and strength. A solid version of the glass tail light panel was adopted and positioned downward, to the rear bumper's former location. The new, protruding bumper rested below the tail lights and in the way of the exhaust tips. This issue was resolved by flipping the exhaust resonators upside down.

At the front of the Khamsin was a thick rubber bumper along with square side markers on the front and rear wings.

Smog control equipment reduced engine output by five horsepower but allowed it to comply with newly enacted legislation. The list of new equipment included different carburetors, thermal reactors in the exhaust manifolds, and air injection.

Reception

A total of 64 examples were delivered in the first year, and a total of 435 examples were produced by the time production came to a halt eight years later. Its performance was similar to that of the Ghibli, with zero-to-sixty mph taking 6.6 seconds and the company touted a top speed in excess of 280 km/h (the Ghibli had a 60 mph time of 6.8 seconds and a top speed of 250 km/h).

The American journal Road & Track described the Khamsin as 'an ego trip on wheels, but… it's a trip most enthusiasts wouldn't mind taking.' Autocar's test concluded, '... it tries to provide Porsche practicality with Italian style and glamour and it succeeds in no small measure.'

Of the 435 examples produced, 155 were exported to the United States. The output was less than a third of the Ghibli's production total of 1,295 units.

by Dan Vaughan

Coupe
Chassis number: AM120US1242
Engine number: AM120US1242

This 1977 Maserati Khamsin Series 2 with coachwork by Carrozzeria Bertone was offered for sale at the 2007 Christies auction of 'Exceptional Motor Cars at the Monterey Jet Center.' It is Oro Kelso with a Senape leather interior. It is powered by a V8 engine with twin overhead camshafts and capable of producing 320 horsepower. There is a five-speed manual gearbox and hydraulically-operated discs with servo on all four-corners.

There were only 430 examples of the Khamsin produced and 155 of those were sent to the United States. 100 of the US bound examples were given the five-speed manual gearbox. Production lasted from 1974 through 1982 and these were the last of the big, four-cam V8 Maserati's.

This example, with its 173 mph top speed, is one of about 50 with the five-speed gearbox still in operation in the United States. The series II Khamsin's distinguished themselves by its nose louvers which aided in keeping the engine and mechanical components cool. It has the full European bumper conversion and is void of the US sidelights which were replaced in favor of the smaller European type.

This vehicle is in good condition with some signs of wear and use, meaning it is not in concours quality, but in good condition none-the-less. It was estimated to sell for $50,000 - $70,000 at auction, but failed to find an interested buyer will to part with the necessary funds.

by Dan Vaughan

Coupe
Chassis number: AM120-US 1236

Hot on the heels of the Ghibli, and named for another hot desert wind, the Maserati Khamsin was created by Marcello Gandini and was the first collaboration between Maserati and Berton. The wedge-shaped Khamsin debuted at the Turin Auto Show in 1972. Sometimes considered 'the concept car that made it into production,' the Khamsin is the only Maserati completely engineered by Citroen, which acquired Maserati in 1968, and as such, it benefits from Citroen's advanced hydraulics. Only 435 examples were produced between 1974 and 1982, and this example was originally sold to Judy Fay Theriot of Fresno, California. Ms. Theriot retained the car for three decades, and in 2014 the car received a meticulous restoration overseen by its second and current owner.

When their company was founded, the Maserati brothers wanted nothing to do with well-mannered street cars. They, like so many grand Italian engineers of their time, wanted only to build the ultimate vehicles of passion: racecars for competition purposes. When building nothing but track cars became difficult, the Maserati brothers sold their firm and founded OSCA, a company with which they were able to continue the manufacture of their impractical dreams.

After the purchase from its founding brothers, it seemed that Maserati traveled further from its racy roots every time the company changed hands. By the time the Khamsin was unveiled, Maserati was owned by the odd French carmaker Citroën and had become known for making fast and luxurious GT cars. Though the racy image established by the founding brothers had been diluted, Maserati was working hard to maintain its new reputation.

During Citroën ownership, Maserati developed products with a decidedly strange look and feel about them. The Khamsin was no exception. In some ways, it was a classic grand touring Maser. Its race-bred V8, initially making 320bhp out 5 liters, felt and sounded the part of a thoroughbred. In other ways, though, the Khamsin was an oddity. Its sharp styling, with asymmetrical features, was sure to induce strong opinions in its beholders. Its complicated power steering system ensured that the car wouldn't drive quite like the typically pure Italian. Many of its oddities were welcomed innovations, though, and the Khamsin became one of Maserati's best fusions of classic prowess and Citroën-induced strangeness.

The power steering system just mentioned exhibited some forward-thinking features. Its ratio was speed variable. The Khamsin had low steering effort at low speeds to ease parking maneuvers and high steering effort at high speeds to increase road feel and precision on quick jaunts down the autostrada. The steering also featured a hydraulic servo-assist to return the wheels back to a straight position even when the car was still. While this latter feature may have been a needless complication, the speed variable assist of the Khamsin's steering system was a welcome idea that is featured on many cars today. Other bright engineering touches resulted in an engine that was pushed very close to the passenger compartment for a larger front crumple zone and better weight distribution, as well as an independent rear suspension setup featuring a sub-frame-mounted differential.

Equally fresh was the styling, penned by Bertone and first shown at Turin in 1972. As mentioned, the car's radical use of asymmetrical components, namely the front air intakes, divided audiences. The overall effect of the car was quite nice, though. The styling was angular and crisply pleated, with low-slung proportions that looked built for speed. The Khamsin's body was a marvel of efficiency, too. Beneath the sporting skin laid not only four seats, but also a large cargo hold offering good access through a large, glass hatchback. The spare tire was mounted up front, creating an even more generous luggage bay.

The Khamsin was a success. With only 430 produced, it didn't do much financially for Maserati. But it proved the ability of parent company Citroën to support the creation of a fine car combining classic Italian flair with distinct French innovation. The Khamsin was arguably the best thought-out and engineered car produced under Citroën's reign. It couldn't save Maserati from financial peril, though, and the once-proud company was bought out again by Alejandro De Tomaso shortly after the car's introduction.

by Evan Acuña

The Maserati Khamsin entered the scene in 1972 in concept form at the Bertone stand in Salone di Torino. It had been designed by Gandini, an employee of Bertone. In 1973 it was shown at the Paris Auto Show, this time it featured a Maserati badge. In 1974 production began and continued through 1982. The vehicle was a replacement for the Indy and Ghibli vehicle. The name 'Khamsin' is Egyptian and refers to a hot and violent wind in a south-easterly and south-westerly direction that blows in the desert regions of Egypt during alternating periods, for a total of 50 days a year.

The car had an adjustable steering column and hydraulic seats, innovative features at the time. Air-conditioning was standard on all the Khamsin's. The engine was the classic Maserati four-cam V8. It was placed in the front, but pushed back as far as possible to take advantage of better weight distribution. The spare tire was housed in the front, another reason to have the engine pushed back, allowing full utilization of the trunk. There were many parts borrowed from Citroen. The hydraulics seats, pop-up headlights, power steering, clutch and feel-free brakes were all Citroen influenced.

The interior of the vehicle was rather luxurious with its tinted windows, electrical windows, and an optional Borg Warner automatic transmission.

This rare supercar is truly unique with its luxury, luggage space, and 2+2 configuration. The demise of this vehicle can be traced back to oil crisis. When production finally ceased, only 430 examples had been created.

by Dan Vaughan