1975 Maserati Khamsin

The Maserati Khamsin (Tipo AM120) was introduced in November of 1972 at the Turin Auto Show on the Bertone stand and at the time, it was a concept car wearing a design by Marcello Gandini and was Bertone's first work for Maserati. Intended as a grand tourer with 2+2 seating, the Khamsin had a sharp, angular (wedge shape) design with a clear rear section that housed the 'floating' tail lights, a fastback roofline, and kammback rear end. The bonnet had asymmetrical vents and non-functional triangular vented panels were inlaid in the C-pillar. Most of the design cues and the angular shape were used previously on the Gandini-designed Lamborghini Espada.

Built as a successor to the Maserati Ghibli (AM115), the Khamsin was Maserati's final major introduction while under Citroen's ownership, and the name 'Khamsin' was in reference to a hot Sahara Desert wind. It had unitary all-steel monocoque construction and an all-steel body. The all-independent suspension with double wishbones was similar to that of the mid-engine Merak and Bora, and a major improvement over the leaf-spring solid-axle found in the Ghibli. With the front-mid-mounted engine, the Khamsin had a 50/50 front/rear weight distribution and near-perfect balance. To achieve this, the engine was pushed back towards the firewall, freeing up enough space that a full-size spare tire could be stored beneath the radiator in front, thus freeing up space in the trunk (boot). Like the Ghibli, the Khamsin had dual fuel tanks (but not the same size as the Ghibli), with a small tank on the right connected to the main tank below the cargo floor. Both of these tanks used a single fuel filler on the right-hand side.

The engine of the Khamsin had its lineage going back to Tipo 54, and the formidable 450 S racing car. Apart from the Bosch electronic ignition, the 4.9-liter V8 was essentially the same one powering the Ghibli SS. It had 16-valves, four double barrel 42 DCNF 41 Weber carburetors, dry-sump lubrication, and developed 320 horsepower at 5,500 RPM and 355 lb-ft of torque at 4,000 RPM. The engine was backed by a five-speed, all-synchromesh ZF manual gearbox with a single-plate dry clutch or an optional three-speed BorgWarner automatic transmission. At all four corners were 215/70 Michelin XWX tires on 7½J 15' Campagnolo alloy wheels.

Maserati borrowed hydraulic braking, clutch assistance, and power-steering systems from parent company Citroën, which gave the car's road manners a sophisticated feeling. The driver's seat and headlight pods were also hydraulically actuated. The DIRAVI speed-sensitive variable assistance power steering was sourced from the Citroen SM. The steering was not power 'assisted,' but rather full power devoid of mechanical connection between the steering wheel shaft and the steering linkage yoke attached to the power piston rod. If hydraulic pressure was lost, then the mechanical pinion gear drove the rack gear. This setup was similar to the Citroen DS but the mechanical arrangement was different.

Another innovative and advanced feature of the era was the adjustable steering column. Among the long list of standard equipment included a radio, electric windows, full leather upholstery, and air conditioning. The instrument cluster included gauges from water temperature, oil temperature, oil pressure, voltmeter, speedometer, tachometer, and a clock.

Although the Khamsin had 2+2 seating, the rear seats were small, positioned between the two fuel tanks with minimal amounts of headroom or legroom. The grip level was ultimately inferior to that of the Bora's, but its conventional layout made it easier to control close to the limit. By virtue of its front-engined layout, the Khamsin offered greater practicality, providing a roomier and more comfortable interior and superior luggage carrying capacity than its mid-engine siblings.

Production began in 1974 and continued through 1982 with 435 examples of the exclusive and consummate Grand Routier built during that time. Of those, just 155 were exported to the United States. The Khamsin's successor was the Maserati Shamal, a two-door grand touring coupe with 2+2 seating that was produced from 1990 through 1996 with 369 examples built. Just like the Khamsin, it wore styling by Marcello Gandin and its 3.2-liter twin-turbocharged (with two IHI turbines and intercoolers) V8 produced 322 horsepower and 320 lb-ft of torque. It used a six-speed Getrag G560 manual transmission (the same used in the BMW 850CSi) and Maserati's Ranger limited-slip differential. Thus, the Khamsin was slightly more popular than the Shamal, but not as popular as the Giorgetto Giugiaro (Ghia) designed Ghibli which had 1,295 units built. The Khamsin did, however, succeed in combining classic Italian styling with unique French innovation.

by Dan Vaughan

Coupe
Chassis number: AM120-US 1046
Engine number: AM115/10/49 1046

Maserati produced the Khamsin at the 1973 Paris Motor Show. It offered 2+2 seating and was powered by Maserati's 4.9-liter dual overhead cam V8 engine, capable of producing 320 horsepower. It was a very important model for Maserati, as it was their first to feature unitary construction. It was also the first front-engined Maserati with a four-wheel independent suspension. The Khamsin was given hydraulic braking, clutch assistance, and a power system which is borrowed from the parent company, Citroen.

This particular example is a U.S.-specification model that was produced in April of 1975. It left the factory finished in Giallo over black and equipped with a five-speed manual gearbox. It is one of just seven examples finished in Giallo, of which only two or three remains.

This car was delivered new to Los Angeles and sold new to Russel C. Schmidt in Mount Clemens, Michigan. In December of 1986, it was sold to D. Waterman of Motorcar Gallery in Fort Lauderdale, Florida. It was later purchased by an individual in Tennessee.

The next owner was Doug Magnon for inclusion in the Riverside International Automotive Museum. Soon after it arrived in California, a European bumper kit was installed.

The car currently shows less than 19,200 miles on its odometer.

by Dan Vaughan

Coupe
Chassis number: AM120US1116

This 1975 Maserati Khamsin was completed in April of 1975 as a United States-specification example. Its 4,930cc dual overhead camshaft V8 engine is fitted with a Bosch Electronic Fuel injection system and develops 320 horsepower at 5,500 RPM. There is a three-speed BorgWarner automatic transmission, four-wheel power-assisted hydraulic disc brakes, and an independent coil spring suspension.

By the end of August of 1981, the car was in the care of Robert and Betty Wells of Pendleton, Oregon. It would remain with the Wells for the next seventeen years. The current owner acquired the car in the fall of 1998 and it has been largely on static display since then. It wears an older repaint, including the bumpers and various trim pieces, in a shade of aubergine. The interior is fine and mostly original.

by Dan Vaughan

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