Maserati Khamsin 1st Generation

The Maserati Khamsin, internally identified as Tipo AM120, represents one of the most significant milestones in the history of the Italian automotive industry, serving as the final link between the classic era of front-engine grand tourers and the technological modernity driven by international partnerships. Launched in a period of profound economic and social changes, the model not only replaced the legendary Ghibli, but also introduced innovations that would permanently alter the perception of comfort and drivability in high-performance cars. The analysis of this vehicle requires a deep understanding of the context in which it was conceived, the minds behind its design, and the unique engineering that moved it.

To understand the Khamsin, it is necessary to look at the scenario of Maserati at the end of the 1960s. Under the management of Citroën, which acquired the company in 1968, the Italian brand underwent an unprecedented technical transformation. Giulio Alfieri, Maserati's chief engineer, received the mission to create a new generation of vehicles that could compete with Ferrari and Lamborghini, utilizing the financial and technological resources of the French giant.

The Khamsin was developed to cater to a specific clientele that still preferred the traditional front-engine and rear-wheel-drive configuration, in contrast to the new mid-engine trend represented by the Maserati Bora and the Merak. The goal was to offer a car that was mechanically superior to the Ghibli, with independent suspension and a level of refinement that only Citroën's hydraulic technology could provide.

The name "Khamsin" follows Maserati's tradition of naming its models after famous winds. The Khamsin is a hot, dry, and dust-laden wind that blows from the Sahara Desert across Egypt and the Levant for about fifty days a year. This choice of name was not just poetic; it symbolized the powerful and sometimes overwhelming nature of the new car.

Maserati, which traditionally worked with studios like Italdesign or Frua, decided for this project to turn to Carrozzeria Bertone. Marcello Gandini, then the lead stylist at Bertone and already famous for the design of the Lamborghini Miura and Countach, was responsible for drawing the lines of the Khamsin.

The Khamsin prototype debuted at the Bertone stand at the Turin Auto Show in November 1972. The design was a masterful application of the "wedge design", which dominated the automotive aesthetics of the 70s. Gandini created a low and elongated silhouette, with a hood that sloped sharply down to a thin nose, optimizing aerodynamics and giving the car an aggressive and modern appearance.

Distinctive Exterior Design Elements

One of the most audacious and discussed aspects of Gandini's design was the rear of the vehicle. The Khamsin featured a fully transparent rear panel, made of vertical glass, where the taillights appeared to "float". This solution was not only aesthetic but also functional, providing exceptional rear visibility, something rare in low-profile sports cars. The large glass rear hatch also allowed plenty of natural light into the cabin, creating a feeling of greater space than the external dimensions suggested.

Another characteristic touch by Gandini was the asymmetrical ventilation openings on the hood. While most cars of the time sought total symmetry, the Khamsin displayed a functional grille on the right side for heat extraction, creating a visual break that became one of the model's trademarks. The C-pillars also housed triangular ventilation panels, with the one on the right side cleverly concealing the fuel filler cap.

Under the elongated hood, the Khamsin housed an evolution of Maserati's renowned V8 engine. This engine, whose roots trace back to the competition powerplant of the legendary 450S from the 1950s, was refined to offer a balance between raw power and usable torque on long journeys.

The 4.9-Liter V8 Engine

The engine was a light-alloy unit, with eight cylinders arranged in a 90-degree angle. With a displacement of 4,930 cc, the engine utilized a double overhead camshaft (DOHC) system for each cylinder bank and two valves per cylinder. Fueling was handled by four Weber 42 DCNF 41 twin-choke carburetors, ensuring consistent fuel delivery across the entire rev range.

One of Giulio Alfieri's most important technical decisions was the implementation of a dry-sump lubrication system. This allowed the engine to be mounted in an extremely low and set-back position in the chassis, almost against the firewall, which resulted in a perfect 50/50 front-to-rear weight distribution. This strategic positioning also made room for the spare tire to be placed ahead of the engine, optimizing cargo volume in the trunk.

Transmission and Suspension

Power was sent to the rear wheels through a ZF five-speed manual transmission, equipped with a hydraulically actuated single dry plate clutch. For customers seeking a more relaxed experience, Maserati offered a Borg-Warner three-speed automatic transmission as an option.

The suspension represented a quantum leap compared to the Ghibli. The Khamsin featured independent suspension on all four wheels, with double wishbones, coil springs, and telescopic shock absorbers. At the rear, the differential and suspension system were mounted on a tubular subframe isolated from the main chassis by rubber mounts, a technique designed to filter out road vibrations and noise, elevating the GT's comfort standard.

What truly distinguished the Khamsin from its contemporaries was the integration of Citroën's sophisticated hydraulic technology. Far from being just a parts supplier, Citroën allowed Maserati to use high-pressure systems to control vital functions of the car, making the Khamsin one of the most technically advanced vehicles of its time.

Hydraulically Controlled Functions

Unlike conventional systems that use vacuum or cables, the Khamsin employed an engine-driven central pump to maintain hydraulic pressure in several circuits:

• DIRAVI Steering: The variable power steering system was one of the most advanced in the world. It offered maximum assistance at low speeds to facilitate maneuvering and became progressively firmer as speed increased.
• Braking System: The ventilated disc brakes on all four wheels were operated by the high-pressure system, providing almost instantaneous braking response.
• Pop-up Headlights: The mechanism for raising and lowering the headlights was hydraulically operated, allowing for fast and quiet operation.
• Clutch: Clutch actuation was assisted, drastically reducing the physical effort required to change gears.
• Seat Adjustment: Even the driver's seat height adjustment was done via a hydraulic actuator, an example of technological luxury.

This technical complexity, while providing unparalleled driving comfort, required specialized maintenance. The fluid used was LHM (Liquide Hydraulique Minéral), the same as in the Citroën DS and SM models, known for its stability and anti-corrosive properties.

The cabin of the Khamsin was designed to be a superlative luxury environment for continental journeys. High-quality leather covered almost all surfaces, from the deeply padded seats to the door panels. The instrument panel, in its first phase, featured a flat and horizontal design, divided into three main sections for easy reading.

Directly in front of the driver, a rectangular binnacle housed the speedometer and tachometer, flanked by smaller gauges for water temperature, oil pressure, and fuel level. The center section of the dashboard stood out with the ventilation controls, an analog clock, and additional gauges, along with controls for the power windows and the audio system.

Despite being classified as a 2+2, the rear space was extremely limited. The sloping roofline and the presence of the side fuel tanks made the rear seats more suitable for extra luggage or small children, a compromise accepted in favor of the dramatic external aesthetics. The trunk, however, was surprisingly practical for a car of this size, thanks to the elimination of the spare tire in that area and the use of the rear glass as an access hatch.

The lifecycle of the Khamsin was marked by two main distinctions: the facelift introduced in 1977 and the drastic modifications required by the United States market.

The 1977 Facelift

In response to cooling needs and changes in interior design trends, Maserati introduced updates in 1977. On the exterior, the most visible change was the addition of three horizontal slats on the car's nose, positioned just above the front bumper, to increase airflow to the radiator.

Internally, the changes were more profound. The dashboard was completely redesigned, abandoning the more "space-age" style of the early 70s for a more ergonomic and modern configuration. The original steering wheel was replaced by a unit with a large padded center, reflecting new concerns with passive safety.

Adaptation for the American Market (US Spec)

The history of the Khamsin in the United States is frequently cited as an example of how government regulations can impact industrial design. To meet NHTSA safety standards, Maserati had to make modifications that fundamentally altered Gandini's original work.

American models featured massive, protruding black rubber bumpers. Even more controversial was the ban on taillights mounted on the transparent glass. As a result, Maserati was forced to move the taillights to a position below the glass, integrating them into a panel that replaced the original vertical glass.

This configuration not only compromised the aesthetics but also interfered with the exhaust system. On the mechanical side, American cars also received emissions control systems that reduced actual output to around 280-290 hp and a shorter differential ratio to compensate for the loss of acceleration.

Production of the Maserati Khamsin was limited not only by its high price, being the brand's most expensive model at the time, but also by the global economic situation. The 1973 oil crisis hit the large-displacement vehicle market hard.

Total Numbers and Breakdown by Transmission

Total production is frequently cited as being between 430 and 435 units over its nine years of manufacture.

• Total Units: 430 - 435.
• Exports to the USA: 155 units.
• Manual Transmission (ZF): 335 units.
• Automatic Transmission (Borg-Warner): 95 units.

Production Timeline

The Khamsin's performance was exceptional for 1970s standards. With a top speed of 270 km/h to 275 km/h, it was capable of maintaining high paces on highways with impressive stability. The V8 engine was not only powerful; it offered a massive torque of 480 Nm, which allowed for quick overtakes without the constant need to downshift.

Acceleration from 0 to 100 km/h was completed in about 5.8 to 6.1 seconds. Although some critics of the time compared the Khamsin with the Ferrari Daytona and noted that the Ferrari was slightly faster at the top end, the Maserati won points for the smoothness of its power delivery and the sophistication of its independent suspension.

The engine sound was another standout feature. At low revs, the V8 emitted a deep rumble, similar to an American muscle car, due to its 90-degree configuration and firing order. As the revs climbed, the sound transformed into a mechanical howl characteristic of Italian competition engines.

Today, the Maserati Khamsin is recognized as the "last of the modernists" from Maserati. It represents the culminating point of a period where the company dared to be technically avant-garde before entering the more conservative and turbulent era of the 80s.

Appreciation and Conversions

Due to its rarity and the prestige of Gandini's design, market values for well-preserved examples have consistently risen. There is a strong demand for models with European specifications. As a result, many owners of cars that were originally exported to the United States invest in conversion kits to remove the rubber bumpers and reinstall the rear glass panel with the floating lights.

The maintenance of these vehicles remains a challenge for owners, especially regarding the hydraulic system. However, the mechanical base of the V8 engine is considered robust and reliable, provided that oil changes and carburetor adjustments are done regularly. The Khamsin is, ultimately, a car for enthusiasts who value the history of engineering.

The Maserati Khamsin closed a glorious chapter in the brand's history. It was the last production car from Maserati to use the track-derived V8 engine in a traditional Gran Turismo format until the arrival of the 3200GT almost two decades later. It synthesized the best of two worlds: the passionate Italian mechanical character and French technological innovation.

Analyzing its history, it becomes clear that the Khamsin was more than just a successor to the Ghibli; it was a rolling laboratory that tested the limits of ergonomics, aerodynamics, and driver assistance. Despite the challenges imposed by the economic crisis and legislative barriers, the Khamsin survives as a moving sculpture, reminding the world of a time when Maserati and Citroën dreamed together of redefining the future of the luxury automobile.

Its rarity, combined with the unmistakable signature of Marcello Gandini, ensures that the Khamsin remains not only as a collector's item but as a fundamental milestone for understanding the evolution of industrial design in the 20th century. It was not just a car that faced headwinds, but one that bore the name of one of nature's most powerful winds to become an eternal legend in the pantheon of great Italian sports cars.