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www.QV500.com - Maserati Tipo 115 Ghibli Part 1: Tipo 115 Ghibli 4.7 |
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During the second half of the sixties, Lamborghini were pioneering a supercar revolution with their sensational mid-engined Miura. However, like Ferrari, Maserati wouldn't switch their allegiance from front-engined GT's until the early seventies. An experienced firm well aware of the benefits mid-mounted engines represented, they decided to err on the side of caution and instead produced their most accomplished Grand Tourer yet, the Tipo 115 Ghibli. Its chassis was a wholly conventional tubular steel frame outwardly based on the Mexico albeit shortened and reinforced. |
| Independent front suspension using upper and lower A-arms featured coil springs, telescopic shock absorbers and an anti-roll bar. At the back was a live Salisbury rear axle with semi elliptic leaf springs and radius rods, telescopic shocks and another anti-roll bar. A generous 2550mm wheelbase ensured the cabin was truly spacious enough for long distance cruising, the pair of 50-litre fuel tanks providing a range of nearly 450 miles. Hauling the 1520kg car down from speed were solid Girling disc brakes, the beautiful Campagnolo magnesium alloy knock-off wheels having been shod with Pirelli's ultra high speed Cinturato's. Under the hood lay another variation of Maserati's tried and trusted 90° four overhead camshaft V8, this one featuring alloy for the engine block and heads (the latter of which featured water porting). Derived from the old 450 S motor, displacement was 4719cc thanks to a bore and stroke of 93.9 x 85mm respectively. With compression set at 8.5:1 and a bank of four Weber 38 DCNL carburettors, output stood as 330bhp at 5500rpm. However, with these engines being well capable of running more than 6000rpm, 340bhp might have been a more appropriate rating. This was almost certainly the case when the 38 Webers were replaced soon after launch with bigger 40 DCNL's. |
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Dry sumped and supplied as standard with a limited slip differential, the motor was coupled to a hydraulic single plate clutch and ZF five-speed gearbox. Dominated by its crackle black cylinder heads, the 4.7-litre V8 provided enough grunt for a 168mph top speed, 0-60 in 6.4 seconds and 0-100 in 15.2. The standing quarter was possible in 14.5 seconds, these figures being backed up with bucketloads of torque. Carrozzeria Ghia were commissioned to design and build bodywork for the Ghibli, the all-steel shell having been one of that decades finest automotive creations. |
| It featured a plain-like hood that merged effortlessly with the wings, the supremely elegant lines putting it on a par with Maserati's all-time greats. Unlike some of its contemporaries though and particularly the likes of Lamborghini's Miura and the De Tomaso Mangusta, the Ghibli was as comfortable to drive as it was good to look at. Despite standing a mere 45-inches high, access to the luxuriously equipped cabin was remarkably good, the well laid out theme continuing inside where drivers were faced with well placed instruments, ample headroom and plenty of luggage space. Air conditioning was fitted as standard along with electrically operated windows, some early cars having been produced with a pair of tiny rear seats although most were strict two seaters. Several options were available, these including Borg-Warner automatic transmission, power steering and Borrani wire wheels. Supplementary driving lights could be specified along with a Blaupunkt AM/FM stereo, the factory also providing a 3.31 rear axle ratio instead of the standard 3.54. Launched at the Turin Salon during November 1966, the prototype was finished in a distinctive metallic bronze over a light grey leather interior with charcoal carpets and featured a number of unique details that never made it into production. |
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Most obvious were the taillights and narrower 6-inch wheels (7's were used for production), single instead of twin caliper brakes also having been fitted. Production was underway barely five months later in April 1967, the definitive version having been displayed during March at Geneva's Salon. 87 cars were produced that year. From late 1967 the factory began offering bumpers with a pair of chrome overriders front and rear, these becoming especially popular on US-bound cars but looking overly flashy compared to the standard versions that were produced alongside. |
| The next year more wholesale changes were made with the arrival of a spectacular Spyder. First shown at the Turin Salon in November 1968, production was underway by early 1969, 21 examples being completed before the end of that year. Each one featured a manual folding hood that when lowered was concealed under a panel flush with the rear deck, the process of raising or lowering taking just a couple of minutes to complete. A disappearing hood did mean compromises had to be made with regard to luggage space, the Spyder's trunk providing 25% less room than the Coupe. This was a small price to pay for the privilege of open air motoring though and the Spyder seemed a tantalising proposition. Also available with an optional hardtop that further enhanced its appearance, it remains a mystery why so few Ghibli's were ordered in Spyder trim, less than one in ten have been completed as such. Production of both these 4.7-litre variants continued until late 1970, several hundred having rolled out of Maserati's Modena factory before being superceded by the 4.9-litre SS version. Right-hand drive versions were available along with others specifically for the North American market, most cars bound for the US being fitted with side reflectors and de-toxed engines featuring supplementary air pumps. |
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