Maserati Merak

The Maserati Merak was introduced at the 1972 Paris Auto Show, over a year after the Bora.[1] The model was named after Merak, a star in the constellation of Ursa Major.[2] The Merak shares the front part of its bodyshell with the Bora up to the doors. The front ends differ, mainly by the use of dual chrome bumpers on the Merak, in place of twin trapezoidal grilles on the Bora, but the similarities end at the B-pillar.

Giorgetto Giugiaro at Italdesign was commissioned to transform the Bora into the Merak. Unlike its bigger sister the Merak doesn't have a full glass fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine cover pierced by four series of ventilation slats. Giugiaro completed the vehicle's silhouette by adding open flying buttresses, visually extending the roofline to the tail.

The main competitors of the Merak were the similarly Italian, mid-engine, 3-litre and 2+2 Dino 308 GT4 and Lamborghini Urraco.[3] However unlike its transverse V8-engined rivals the Merak used a more compact V6, that could therefore be mounted longitudinally.

Having been designed during the Citroën ownership of Maserati (1968–1975) certain Citroën hydropneumatic systems were used in the Merak and the early Merak SS. In these cars the braking system was hydraulically assisted and operated, and the pop-up headlights hydraulically actuated. The clutches on these cars used the same hydropneumatic system as the brakes, but only some cars included servo assistance on the clutch. After 1976, when the French manufacturer gave up control of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems.

When Alejandro de Tomaso purchased Maserati in 1977, the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years.

The rear view of an early Merak

The spare tyre in the engine compartment

The light alloy Campagnolo 7½J x 15" wheels used on the Merak

The Merak used a steel monocoque construction paired to a rear tubular subframe supporting the powertrain and rear suspension. This was of unequal length A-arms type all around, with coaxial coil springs and telescopic shock absorbers. The braking system consisted of discs on both axles with the front ones vented. On early models with the Citroën hydraulics, the rear brakes were inboard so as to reduce the unsprung weight.

Wheels were cast light alloy Campagnolo 7½J x 15", fitted with Michelin XWX tyres measuring 185/70 at the front and 205/70 at the rear. The compact spare tyre was stored in the engine compartment, above the transmission. On most US delivered models, the spare tyre was full size, requiring a modification to the engine cover (the humpback) and lowering the muffler.

The Merak's V6 engine descended from the 2.7 L Tipo C.114 originally designed by Giulio Alfieri in 1967 for use in the Citroën SM, that was bored out to 91.6 mm (piston stroke remained 75 mm) to displace 3 litres (2,965 cc).[1] It was a chain-driven double overhead camshaft, 12-valve unit featuring an unusual 90° angle between the cylinder banks. The lubrication system used a wet sump and an oil cooler.

The powerplant was mounted longitudinally behind the passenger compartment, and joined through a single-plate dry clutch to a 5-speed, all synchromesh Citroën transaxle gearbox and a limited-slip differential.