Preface
Engineering excellence is, and always has been, an important part of the Maserati
brand DNA. The Maserati history is characterized by the use of innovative and often
remarkable technical solutions on its cars. These solutions are often inspired by
Maseratis long expertise in motor racing.
To obtain a better understanding of Maserati products, it is vital to be aware of certain
technical concepts of which they make use. This Technical Training Light manual is
intended for Maserati dealership staff, e.g. sales and marketing people, receptionists,
service advisors, parts personnel, who did not receive any technical education.
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Index
Index
Preface
Index
Maserati History and Heritage
Introduction to Technical Concepts
Technical Benchmarking
Vehicle Functionality Overview
Emergency and Service related Guidelines
Maserati Technical Dictionary
2
3
4
44
85
103
126
144
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Hi-tech vehicles like Maserati require highly skilled people to service and repair them.
The Maserati Academy team is very passionate about their task of training the service
technicians of the Maserati dealership network worldwide.
For this occasion they take on the new challenge of increasing the technical awareness
of non-technical Maserati dealership staff.
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Officine Alfieri
Maserati,
Maseratis first
workshop was
located in the Via
de Pepoli in
Bologna
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Carcano took part in motor cycle competitions for a few seasons and with Carlo
Maserati riding, some successes were gained such as the Padova-Bovolenta, the 5 km
record and the Brescia-Mantova-Verona-Brescia race, all in 1900. The following year
(1901) the Carcano firm ceased its activity and Carlo Maserati went to work first for
Fiat (the current owners of Maserati) and then, in 1903, for Isotta Fraschini, as
technical adviser and test-driver. He quickly made a career for himself: in 1907 he was
with Bianchi, in 1908 with Junior as General Manager, but in 1919 his young life was
cut short with an illness.
In 1903, when Carlo joined Isotta Fraschini, he also persuaded them to hire his brother
Alfieri, who was only sixteen, but with a passion at least equal to his refined
mechanical sensitivity. These two qualities were destined to become related in Alfieri
with the progressive expression of his uncommon creative talent.
Alfieri Maserati soon made a name for himself at Isotta Fraschini (where his brother
Bindo and Ettore later followed) both as a technician and as a driver and later the
Milanese firm sent him and his brother Ettore to Argentina, then to London and finally,
in 1912 to Bologna with the task of organising customer service. Two years later Alfieri
Maserati set out on his own.
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Starting business with a workshop specialising in race preparation for Isotta Fraschini
engines, Alfieri was joined by Ettore and Ernesto Maserati (20 years and 16 years old
respectively) and five mechanics. It was the beginning of a legend!
At the outbreak of war, Alfieri and Ettore were called up for action and the workshop
was entrusted to young Ernesto. When Alfieri completed his military service, he set up
a spark plug factory in Milan while hostilities continued and in 1919 moved it to
Bologna and returned with his brothers Ettore and Ernesto. A new site was acquired for
the workshop on the eastern outskirts of the city in an area known as the Alemanni
quarter but which was better known as the Ponte Vecchio. These years were agitated
not only by deep social unrest and upheavals but also by a great fervor of activity in
industrial reconversion, reconstruction initiatives and growth in every sector of the
economy. Even at Maserati activity resumed intensely.
Race modifications were based on Isotta Fraschini mechanics but every now and then
other marques were used especially for Alfieri Maserati's race appearances, which
were becoming more and more frequent as well as promising. The Isotta Fraschini Tipo
Speciale was built in 1920 and this coupled a series-built chassis to a four-cylinder
engine of 6330cc . Alfieri drove this car brilliantly in 1921 races winning the SusaMoncenisio and coming fourth at the Mugello Circuit and the Gentleman GP in the
Settimana di Brescia. In 1922, Alfieri, together with his brother Ernesto, used an
improved version of this car to win the Mugello Circuit in record time, the Susa
Moncenisio again and the Aosta-Gran San Bernadino.
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These victories impressed the directors of Diatto who offered Alfieri Maserati a car for
the remaining races of the season together with a technical consultancy contract for
preparation of their competition models. The Monza victory in the GP d'Autunno
(3000cc class), gave rise to big expectations, but was not to be followed up in 1923. In
spite of numerous retirements and the not too healthy state of the company, that same
year Diatto helped Maserati to build a unique racing car powered by a 5000 cc Hispano
Suiza V-8 cylinder engine which had been radically modified. This car enabled Alfieri to
win the Coppa Principe Amedeo and gave him his third consecutive victory in the Susa
Moncenisio, followed by his second in the Aosta-Gran San Bernadino.
1924 was less successful and the year in which Ernesto Maserati made his racing
debut with some good results, while Alfieri, after having dominated the San Sebastian
GP was unable to finish because of engine failure. Then he was unceremoniously
disqualified (for five years, but condoned a few months later), for having replaced the
two litre engine of Diatto with a three litre for the Rabassada Hill climb, not too far from
Barcelona.
Forced to give up racing, Alfieri dedicated more of his time to work in the factory and
this enabled him to build a Grand Prix Diatto for the 1925 season powered by an eight
cylinder, two litre engine designed to be fed with a supercharger. However, the
unhealthy economic situation at Diatto brought a definite end to the Maserati brothers'
collaboration and so, in the winter between 1925 and 1926, they committed themselves
to construction of an entire car, which would be the first to carry their name ... the
Maserati Tipo 26.
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The first car they were wholly responsible for was the Tipo 26, built in 1926. The engine
was an 8-cylinder in line with a 1.5 litre supercharged displacement that developed 120
bhp at 5300 rpm. Above the radiator a then unknown badge presented a trident that
evoked Bologna's famous statue of Neptune. The Tipo 26 made its debut with Alfieri
Maserati at the wheel and Guerino Bertocchi as mechanic in the Targa Florio on April
25 1926. It came first in its class, ninth overall.
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In 1937 the Maserati brothers handed over the financial management of their company
to the Orsi family, while keeping their hands on the engineering side of the business.
That opened the way to operations on a much broader scale, which bore fruit in two
successive race wins on United States soil. In 1939 and 1940, Maserati won the
Indianapolis 500 with Wilbur Shaw in an 8CTF. That made Maserati the first and the
only Italian constructor to win the legendary American race.
Meanwhile in 1939, the firm moved to its now celebrated premises on Viale Ciro
Menotti in Modena. It is here that its extraordinary creativity was deployed in the
service of the Italian war effort as it converted to the production of machine tools,
electrical components, spark plugs and even electric vehicles.
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In 1957, Stirling Moss left Maserati after he had racked up numerous victories in the
250 F but had failed to win the F1 world championship. His place was taken by Fangio
who made a triumphant debut in the Argentine Grand Prix where Maserati took all
three places on the podium. (1st Fangio, 2nd Behra, 3rd Menditeguy). By the end of
the season Fangio had won the world title in a Maserati 250 F. At the same time,
Maserati was also excelling itself in the World Sports car Championship with the
legendary 450S, a genuine powerhouse driven by a weighty 4.5 litre V8 engine that
developed 400 bhp.
Then at the end of the year Maserati unexpectedly announced that it would no longer
race, though it would go on designing racing cars. Indeed it went on to produce several
masterpieces of the art including the Tipo 60 and the 61 "Birdcage" as well as the 3litre V12 power unit used on the Cooper Maserati Formula 1 car in 1965-67.
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The eighties brought many changes, not least the creation of a model destined for
mass production. That was the surprising Biturbo, a compact performance saloon with
a 2000cc V6 engine that was launched in 1981. In 1984, an impressive 6,000 Biturbos
were constructed. Further development of the turbocharged V6 engine led in 1989 to
the launch of the Shamal that featured the first Maserati V8 adopting twin turbo's.
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In 1993, Fiat Auto acquired the entire share capital of Maserati, which was later put
under the full control of Ferrari in July of 1997. Work began on the new Maserati
factory on 1st October, 1997 and the Quattroporte Evoluzione came out in 1998. That
same year the 3200GT coup was launched at the Paris Motorshow. It was both the
first Maserati of the new era and a revival of a 4-seater Grand Tourer tradition that
began forty years earlier with the 3500GT. The 3200GT instantly captured the attention
of automotive aficionados all over the world.
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Maserati Milestones
The first Maserati, Tipo 26, made its debut by
winning its class at the Targa Florio of 1926.
Alfieri Maserati was at the wheel.
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Model code: A6
Years of production: 1946-1950
Numbers produced: 61
Engine: 6 cylinder, 1500cc, 65 hp
It was already in 1941 that the decision was made for the development of a GT car, but
the first examples of Maseratis first ever road car were not built until 1946. However
this car was officially called 1500 Gran Turismo, it is better known under its project
name A6 (Alfieri, 6-cylinder). The over head cam engine had a sophisticated valve
command system and the tubular chassis was innovating for its time with round section
steel tubes.
Except for one experimental prototype built by Zagato, all bodies were built by Pinin
Farina. First examples had covered head lights and a different rear section. The car
received its final body style in 1948 (see picture).
The A6G or 2000 Gran Turismo had a new two-litre engine based on the power unit of
the A6GCS racing cars. Compression ratio and thus power was reduced to allow the
engine to run on commercial fuel, of which excellent quality was not always
guaranteed. Coup bodies ware built by Frua, Vignale and Pinin Farina and an elegant
spyder version was created by Frua. All bodies were of great luxury, refined and cured
in every detail. However a high list price and performances not matching the quickly
changing standard in the luxury car segment didnt favour its sales. Only 16 pieces
were produced.
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A very special car was presented at the Turin motor show of 1954. It concerned a 2000
Sport fitted with an elegant closed berlinetta body from Pinin Farina. The 2000 Sport
(project name A6GCS) was a higly successful open 2-seater race car designed for road
races and was much beloved by the racing drivers of the area for its excellent driving
qualities. An elegant berlinetta body from Pinin Farina on this basis was the right recipe
for one of the most beautiful creations in automotive history. Only four of them were
built (chassis 2056, 2057, 2059 and 2060), but chassis 2060 had a short life as it was
re-bodied as an open race car in 1955 and received a new identification number
(2086). This car is one of the most sought-after historic Maserati cars. One of them is
on display at the Panini-collection.
The experience gained with the successful 2000 Sport was used for a small series GT
cars with elevated performances and reserved to a limited number of elite customers.
The A6G54 twin cam engine of the 2000 Sport was detuned and had now a classic oil
sump instead of a dry sump lubrication system. Its 150 horse power gave the 2000
Gran Turismo of 1954 the true GT performance its predecessor lacked and this car was
highly appreciated by the public. Coup and spyder bodies were made by Frua, Zagato
and Allemano.
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The 3500 GT was an important car for Maserati as it was the first production car to be
built in large numbers. In 1957 Maserati had officially withdrawn from motor racing and
full attention was now on the production of Gran Turismo road cars. The elegantly
shaped body of the 3500 GT was a creation from Carrozzeria Touring and was made
from aluminium which was attached to a tubular steel frame (Superleggera patent). The
6-cylinder engine came from the 350S racing car of 1956 and was characterised by
excellent torque values at low engine speed. In 1961, the triple Weber carburettors
were replaced by a mechanical fuel injection system from Lucas, boosting the power to
235 hp. Injection equipped vehicles were referred to as 3500 GTI. This car became a
big commercial success and contributed importantly in resolving the economical
difficulties of Maserati at the time.
Almost simultaneously with the coup, an open version of the 3500 GT was under
development. Early prototypes of the Spyder were made by Touring and Frua, but the
final design was a masterpiece of designer Giovanni Michelotti when he was working
for Vignale. The body was now made from steel instead of aluminium and was fitted on
a 10 cm shortened chassis. Also the Spyder adopted the Lucas fuel injection system
and its drum brakes were replaced by more modern disc brakes on later versions,
although drum brakes remained available upon request.
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5000 GT
The worldwide success of the 3500 GT has drawn much attention to the Maserati
brand. Some however desired from Maserati a Gran Turismo that was even more
exclusive. On specific request of the Shah of Persia the 5000 GT was born. Chief
engineer Giulio Alfieri used only the very best components available to built this
extraordinary car. Its powerful V8 engine originated from the 450S racing car by which
Juan Manuel Fangio and Jean Behra won the 1957 Sebring 12 hours race and the
vehicle used a reinforced 3500 GT chassis. The brake system was servo-assisted with
discs on the front wheels and drums on the rear. Performance was unprecedented for
a road car at the time. Bodies for the 5000 GT were created by the worlds most
famous coachbuilders: Touring, Pinin Farina, Monterosa, Allemano, Ghia, Bertone,
Vignale and Frua.
Sebring
Before the sales of the 3500 GT began to slow, Maserati presented its new Sebring
coupe at the Geneva motorshow of 1962. The new car was named after the race track
in Florida were the 450S racing cars obtained an important win a few years earlier. The
Sebring was based on the short 3500 GT Spyder chassis and its 2+2 body was a
design from Michelotti during his time at Vignale. The 6-cylinder engine always had fuel
injection from Lucas and total displacements were 3.5L, 3.7L and also 4.0L from 1965,
with power outputs varying from 220 to 265 hp. The Sebring showed a number of
technical improvements over the 3500 GT. Automatic transmission, air conditioning and
Borrani wire wheels were available on request.
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Quattroporte l
In the early 1960s, Giulio Alfieri started to work on a completely new project. Inspired
by the success of its Gran Turismo cars, Maserati was now thinking about a saloon car.
The new Quattroporte (Italian for four doors) must of course have the same level of
elegancy, refinement, power and performances as the other trident products. With a top
speed of 230 km/h, it was the fastest saloon production car at the time. The design was
from Pietro Frua and the car had a modern sheet metal monocoque structure instead of
a tubular frame. The De Dion rear axle was replaced by a more traditional rigid axle
and the option was offered for a more powerful 4.7 engine when a second series was
presented in 1966. A curious detail: 5 Quattroportes were converted into pick-ups by
coachbuilder Grazia of Bologna and were used as fire extinguisher cars on the Italian
race tracks.
With this car started Maseratis tradition to name its Gran Turismo cars after famous
winds (the Ghibli, Bora, Merak, Khamsin, Karif and Shamal would follow). The Mistral
shared its mechanical base with the Sebring but, thanks to its 2-seater fastback body
from Pietro Frua, had a much more modern appearance compared to the more
traditional styled 2+2 Sebring. A first prototype of the Mistral was presented at the Turin
motorshow in the autumn of 1963 but production didnt start before 1964. The body
was from steel but the doors, bonnet and rear window frame were made from
aluminium to reduce the weight. An open Spyder version was presented at the Geneva
motorshow in March 1964. The Spyder was produced in about 120 units.
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Mexico
After the 5000 GT and the Quattroporte, the Mexico is Maseratis third road car using a
civilised version of the V8 race engine from the 450S sport prototype race car. A first
prototype of the Mexico was shown in 1965, but the official presentation of the final
version was at the Paris motorshow in 1966. The sober but balanced and elegant
design from Vignale keeps the middle between a 4-seater coupe and a 2-door saloon
car and the car offers comfortable interior space to four people thanks to its 2640 mm
wheelbase. The Mexico shares its mechanical base with the Quattroporte and has a
steel monocoque structure combined with a front auxiliary frame. The Mexico was
available with both 4.1L and 4.7L engine and has a top speed between 250 and 260
km/h.
In 1966 a project was started for a new sporty Gran Turismo in the best tradition of the
Maserati Brand. The new Ghibli, named after a desert breeze, was strictly a 2-seater
and its beautiful design was a true masterpiece of the young designer Giorgetto
Giugiaro during his period at Ghia. The body of the Ghibli was perfect in every detail
and is still regarded as one of Giugiaros most beautiful designs. The V8 engine from
the Quattroporte/Mexico adopted a dry sump lubrication system in order to fit under the
long and low Ghibli bonnet. From 1969 the Ghibli was also made available with a 4.9L
engine, named Ghibli SS, and an open Spyder version was added, of which only 125
units were produced.
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Indy
The Maserati Indy, officially presented at the Geneva motorshow in 1969, was a tribute
to the two consecutive victories of the Maserati 8CTF race cars in the famous 500 miles
race at the Indianapolis speedway in 1939 and 1940. This new car was designed by
Vignale and could be seen as a model in between the Ghibli and the Mexico. The roof
line was higher compared to the Ghibli in order to offer space for the rear passengers.
Mechanicals were borrowed from the Ghibli and traditional Maserati: 90 V8 engine with
four overhead camshafts, semi-monocoque structure with front auxiliary frame,
independent double wishbone front suspensions and a rigid rear axle with leaf springs.
In 1973 the Indy adopted the brake system from Citron, who was the new owner of
Maserati.
Bora
The Bora was a milestone in Maseratis history: It was the first Maserati road car with a
central mounted engine - engineer Guilio Alfieri gained much experience with the
central engined Birdcage Tipo 63-65 race cars - and it was the first car which has been
developed under full Citron ownership. The engine was the well-known V8, first in 4.7L
and later also in 4.9L configuration, while its beautiful fastback body was another
masterpiece from Giorgetto Giugiaro. The Bora was equipped with Citrons complex
hydraulic system, which was used for the brakes, the opening of the headlights, the
adjustment for the drivers seat and the pedals. Sales of the Bora suffered from the oilcrisis in the mid-seventies, while racing plans were crossed due to homologation
problems.
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The Merak was Maseratis answer to the oil crisis, which strongly penalised the sales
of big-engined cars. This small sister of the Bora used a modified version of the type
C.114 engine, which Maserati had produced for Citron. This smaller engine made it
possible to equip the Merak with two small rear seats, while the Bora was a two seater.
The Merak used even more Citron components as its bigger sister, such as the
single-spoke steering wheel; but much of these components disappeared again on
later versions. In 1976, a lighter and more powerful version was presented, the Merak
SS, while for the Italian market a two-litre version was offered. This latter version was
recognisable by its black striping. The combination of its sensational Italdesign body
and more economic engine choice made from the Merak a real best-seller.
Khamsin
The Khamsin was a remarkable vehicle, it was not only the last work of Giulio Alfieri as
head of Maseratis engineering department, it was also Maseratis first seriesproduction car to be designed by Bertone. The result was a streamlined, wedgeshaped car with elegant proportions. The mechanical base was still borrowed from the
Ghibli, but now with independent rear suspensions, while brake system was a legacy
from Citron and not appreciated by everyone equally.
The Kamshins traditional GranTurismo configuration a big sports car with front
mounted engine and rear wheel drive indicated the end of an area which would only
return in the late 1990s.
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Quattroporte II
The second generation of the Quattroporte conceals one of the obscurest periods in
Maseratis history. The car has been developed under Citrons ownership and was
technically identical to the Citron SM, included its front wheel drive and hydropneumatic suspension. Performances were behind on the first generation Quattroporte
and the car was unloved by Maserati purists, but nevertheless the Quattroporte II was
very comfortable, well equipped and offered an excellent ride. Its Bertone-designed
body was modern and the build quality very good. Unfortunately, the early end of the
agreement with Citron in 1975 and financial problems hampered the launch of the
Quattroporte II. In fact, the model has never been homologated for the European
market. Only 12 units were produced in its three years of production and they were all
sold to the Middle East.
Kyalami
The Kyalami indicated at the same time the end and the beginning of an area. It was
the last Maserati coupe equipped with the illustrious V8 engine and it was the first that
has been developed under the new ownership of Alejandro de Tomaso. The Kyalami
was actually based on De Tomasos own Longchamp model, but the Ford-Cleveland
V8 has been removed in favour of Maseratis own four-cam V8, and the original design
from Tom Tjaarda has been elegantly reworked by Frua. Only 200 units were produced
of this car that was named after the South African race track where the Maseratiengined Cooper Formula 1 cars scored an important win almost ten years earlier.
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Quattroporte III
The third generation of the Maserati luxury saloon was meant to make up for the
Quattroporte II fiasco. Alejandro de Tomaso, who disliked Citron, discarded all Citron
technology used on the Quattroporte II. Mechanical parts came from the Kyalami and
the Quattroporte had again a V8 engine and rear wheel drive. The impressive body of
the Quattroporte III was designed by Giugiaro and the steel body shells were built at
the Innocenti plant near Milan, prior to assembly in Modena. When the car went on
sale in 1979, it was an instant commercial success. In 1987, a restyled version called
Quattroporte Royale offered an upgraded interior and a 20 hp more powerful 4.9L
engine. Production of the Quattroporte III continued until 1990.
Biturbo
When the Biturbo was presented in December 1981, a new era started for Maserati.
Alejandro de Tomasos plan to resolve Maseratis financial problems was the
introduction of a compact coupe with first level performance and an interesting price
setting, and in this way attracting new customers to Maserati. Its engine was a
modified version of the Merak V6 with the adoption of two small turbochargers, a world
premiere. The Biturbo became a big commercial success thanks to its excellent
performances and luxury interior, but first generation versions suffered from reliability
problems. In 1983, the more powerful Biturbo S was presented with twin intercoolers
and two Naca air ducts on the bonnet. In 1986 and 1987, both versions were upgraded
with fuel injection (Biturbo i and Biturbo Si).
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Biturbo 2500
While the two-litre versions of the Biturbo were reserved for the Italian market, a 2.5
litre version destined for exportation was presented in 1983. The 90 V6 three-valve
engine had an increased bore to expand its capacity to 2491 cc, but the cylinder liners
were now from cast iron instead of aluminium and this engine didnt have intercoolers
for the two IHI turbochargers. The Biturbo 2500 maintained the Torsen limited slip
differential from the two-litre versions (a world first on a production car). A slightly more
powerful version was named Biturbo ES. In 1987 the Biturbo 2500 and Biturbo ES
adopted fuel injection and the name was changed into Biturbo Si 2500.
With an 86 mm extended wheelbase and two added rear doors, the Biturbo was
transformed into a compact and sporty saloon car. It was presented first in 1984 with
the 2.5L engine destined for export (425), but little later also followed by a two-litre
version meant for the Italian market (420, 420S, 420i, 420Si). A minor facelift in 1988
had these models replaced by the 422, in harmony with the two-door 222. This model
was joined in 1990 by the 4.18v. and the four-valve 4.24v., both fitted with a two-litre
engine. The export model received in 1987 the 2.8L engine in 3-valve and in 1991 also
in 4-valve version (430 and 430 4v.). Other upgrades and aesthetical modifications
were in-line with the coupe models. In spite of the fact that they had four doors, these
models were never named Quattroporte.
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Top performances and open top driving fun were again combined in the Biturbo Spyder
who was the first open Maserati since the Ghibli Spyder, more than 12 years earlier.
Development for the body was done by Zagato near Milan while the bodies were
assembled in Turin before transportation to Modena where the mechanical parts were
added. The 2514 mm wheelbase from the Biturbo was reduced to 2400 mm for the
Spyder models. The Biturbo Spyder existed in various versions and followed the same
technical and aesthetical evolutions as the coupe, with exception of the 24-valve 2.8L
engine. The various versions were: Biturbo Spyder, Biturbo Spyder 2500, Biturbo
Spyder i, Biturbo Spyder i 2500, Biturbo Spyder 2.8i, Spyder 2.0 4v. and Spyder 2.8.
In 1991 the Biturbo name was dropped for the open models.
228
With the 228, of which production started in 1987, Maserati wanted to offer an
alternative to the big luxury coupes from Mercedes-benz and BMW. The design of the
228 recalls much to the Biturbo, but its lines were softer and the 228 was built on the
longer chassis taken from the 4-door Biturbo models. The engine capacity was
increased to 2.8 litres. The 228 was a very luxurious coupe and standard equipment
included power steering, alloy wheels, central locking, electric windows and handstitched leather seats. ABS was available on request. This model was in 1991 followed
by the 222.4v.
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With its new name 222, the Biturbo received a small stylistic upgrade. The front grille
was new and the Naca air ducts on the bonnet disappeared, while the two-litre engine
still had twin intercoolers. Injection was now electronic from Weber-Marelli with
integrated ignition. The 222 had electrically adjustable seats and electronic climate
control. In 1989, the twin-turbo V6 engine received a substantial technical upgrade.
The cylinder heads were new with four valves per cylinder instead of three and two
camshafts per cylinder bank. The light alloy cylinder liners were treated to reduce
internal friction. Vehicles equipped with this more powerful version of the two-litre
engine were named 2.24v.
Karif
The Maserati Karif, presented at the Geneva motorshow of 1988, was designed for
pure driving fun. It had the same powerful 2.8L twin-turbo engine as used in the 228,
but it was based on the shortened chassis from the Biturbo Spyder. The 114 mm
shorter wheelbase and the increased torsional rigidity due to the reinforced sills from
the spyders floorplan had a positive effect on the Karifs handling. The rear seats from
the Biturbo were sacrified for the Karif. Instead, extra lugguage space was available
behind the front seats. This made the Karif ideal for long and joyful travelling for two
persons. Later versions of the Karif were equipped with a catalytic converter which
reduced the engine power.
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Shamal
Named after a Mesopotamian wind, the new Shamal was the most extreme derivate
from the Biturbo model family. It was, just like the Karif, based on the shorter Biturbo
Spyder floorplan, but offered also two small rear seats. The body of the Shamal was
completely new, with exception of the doors. The Shamals muscular and aggressive
design was the work of designer Marcello Gandini, which could be easily recognised by
the shape of the rear wheel arches. The biggest news of the Shamal was however
found under the bonnet. The V6 was replaced by a completely new twin-turbo V8
engine with four camshafts and 32 valves. This was coupled to a new 6-speed gearbox
from Getrag. The design of the Shamal gave inspiration for the later Ghibli model. This
is one of the most extreme production cars ever made.
Racing
The Maserati Racing was presented in December 1990, at Maseratis usual press
meeting before Christmas. This latest version of the Biturbo family received a restyling
with a nose that was inspired by the Shamal, but he most important news came from
under the bonnet. The Racing had the same 24-valve version of the two-litre engine as
presented two years earlier for the 2.24v, but a number of modifications were made.
The crankshaft was new, the connecting rods were lighter and the compression ratio
has been increased. Together with modified turbochargers, made this from the Racing
the most powerful two-litre production car in the world. Also the Getrag gearbox was
new and the car was fitted with intelligent active shock absorbers from Koni. With a top
speed of 256 km/h and an acceleration to 1000m in only 25,9 seconds, performances
of the racing were excellent.
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While the 222 and 2.24v with their smaller two-litre engine were meant for the Italian
market - Italian tax rules penalised strongly cars with an engine capacity of over two
litres - the 222 SR and 222.4v with their 2.8L version of the twin-turbo V6 engine were
destined for exportation. These cars received the same stylistic upgrade as the Racing
a few months earlier. The 222SR, who replaced the Biturbo Si 2500, still had the
engine with 3-valve cylinder heads and single over head camshafts, and was fitted with
15 wheels. The more powerful 222.4v had the 4-valve cylinder heads and received 16
wheels.
Barchetta
The Maserati Barchetta is a bit an outsider in the list of Maserati road cars as it was
never really intended for road use. This car was developed for a single-make
championship which was held on various race tracks across Italy and Europe during
1993. The Barchetta had a single backbone chassis made from aluminium. This was a
new technology that has been developed for the Chubasco-prototype. The centrally
mounted engine was the two-litre V6 in 24-valve configuration with power boosted to
315 hp, while its wheel geometry was Formula 1-style and the body was made from
composite and carbon fibre. With a total weight of only 775 kg, performances were
outstanding. A road-going version was considered but never commercialised due to
homologation difficulties.
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For the latest descendant of the Biturbo family tree, the name of one of the greatest
Maserati Gran Turismo cars of the 1960s was revived. The new Ghibli was still based
on the Biturbo platform, but had a more modern body design and wider tracks. As
usual, the two-litre version was destined for the Italian market, while the 2.8L was
made for exportation. In 1995, the Ghibli was named Ghibli GT and underwent a
number of technical modifications, included a new rear differential. A more potent
version of the 2.0L, the Ghibli Cup, referred to the one-make racing series which was
organised with the model. This was with its 330 hp the worlds most powerful two-litre
production car.
Quattroporte IV
The fourth generation of the Maserati Quattroporte was presented at the Turin
motorshow in April 1994. It was the first car to be presented under full Fiat ownership.
The sober but elegant design came from Marcello Gandini, just like the spectacular
Shamal five years earlier. With respect to the first generations of the Quattroporte, the
Quattroporte IV is very compact but its performances are at true Gran Turismo level: a
top speed of 260kmh and acceleration from 0 to 100 km/h in less than 6 seconds. From
1996, the Quattroporte was also made available with the 3.2L 32-valve V8 engine from
the Shamal, which improved performances even further, and fitted with 17 wheels.
Standard was a 6-speed gearbox from Getrag but an automatic 4-speed transmission
from ZF (V6) or BTR (V8) was also available.
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Quattroporte Evoluzione
When in July 1997 Ferrari took over control of Maserati, one of the main objectives was
to radically improve the quality of the vehicles. Notwithstanding it was widely renowned
for its excellent driving qualities, the Quattroportre suffered since its introduction from
reliability problems. Measurements taken were a complete revision of the production
process and hundreds of the Quattroportes components were redesigned in order to
improve quality. The result was presented in 1998. These revised Quattroportes can
be recognised by the Evoluzione label on the front wings.
3200 GT
With the introduction of the completely new 3200 GT, in Paris 1998, Maserati returned
to its roots by building a true Gran Turismo in the great tradition of the brand and
concluded in this way the Biturbo era. It still had a twin-turbo engine, but everything
else on this vehicle was completely new. The V8 from the Shamal and Quattroporte IV
underwent a number of substantial modifications and delivered now 370 hp. Choice
was between a 6-speed manual transmission (ZF) or a 4-speed auto gearbox (BTR).
The design from Giugiaro was, just like his creations for Maserati in the past, a true
masterpiece and this model was mainly responsible for Maseratis sales revival which
started in 1998. Its boomerang-shaped taillights were the first on a production car using
led-technology. In 2001, a more edgy version was presented carrying the name
Assetto Corsa.
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With the introduction of the Maserati Spyder, at the Frankfurt motor show of 2001,
again a new area started for Maserati, this time an area of close technical collaboration
with group partner Ferrari. Whilst the exterior of the new Spyder still bore strong
resemblance to the 3200GT model, under the skin this car was completely new. Under
the hood the twin-turbo unit has been dropped in favour of a completely new, normallyaspirated 4.2L V8 with a dry sump lubrication system. Also the transmission was totally
new. The gearbox has moved to the rear end of the car where it forms a single unit with
the differential (transaxle). The Spyder has a shortened wheelbase with respect to the
Coup and is strictly a two-seater only. The soft-top opens and closes fully
automatically. This model initiated the return of the Maserati brand to the United States.
Shortly after the introduction of the new Spyder, it was time for the coup model to
undergo the same technical transformation. The result was presented to the public at
the Detroit motor show in January 2002. The Coup adopted the elegant Giugiarodesigned body style from the 3200GT model it replaced, but under the skin almost
everything is new. The typical boomerang-shaped taillights from the 3200GT were
dropped to meet American homologation requirements. The new Coup has the same
all-new normally aspirated V8 engine and offers, just like the open Spyder variant, two
gearbox options: a traditional manual transmission (GT) and a Formula 1-style electrohydraulic operated gearbox with gearshift paddles at the steering wheel
(Cambiocorsa), both located between the rear wheels (transaxle layout).
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Quattroporte V (Duoselect)
While the Quattroporte IV was a compact sports sedan, the fifth generation
Quattroporte marked Maseratis return to the upper premium segment, in the spirit of
the first generation Quattroporte of 1963. The Quattroporte V combines royal interior
space and the highest levels of comfort with a true sports heart. A powerful dry-sump
V8 engine, mounted well back in the chassis, and a robotized transaxle transmission
stand for a perfect weight distribution and excellent dynamic qualities. After its launch
at the 2003 Frankfurt motor show, the Quattroporte became an instant commercial
success for Maserati and has won numerous awards. This is partly thanks to its
astonishing Pininfarina-designed bodywork.
With the GranSport, presented at the Geneva motor show of 2004, Maserati revives
one of the great names of its own motoring heritage to indicate the most dynamic
version of the M138 model range. The GranSport incorporates all necessary
ingredients to convert the Coup from a great performance GT car in a true driving
machine. Various engine modifications brought the power up to 400 hp, while the
control logic of the Cambiocorsa gearbox, standard for the GranSport, has been
improved. Other modifications include new 19-inch alloy wheels, upgraded
suspensions, a new front bumper with larger grille, aerodynamic side sills and a more
sporty interior with new seats. The GranSport was joined later by an open GranSport
Spyder version, presented at the Frankfurt motor show of 2005.
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MC12 Stradale
The MC12 (Maserati Corse, 12-cylinder) represents Maserati in its most extreme
performance form. The Stradale, or road-going version, was created to be able to
homologate the model for international GT-racing. With the MC12 Maserati returned to
GT racing in a highly successful way and the GT1 version has proven itself as the car
to beat on race tracks all over the world.
The MC12 is the fastest Maserati road car ever made; acceleration from standstill to
200 km/h takes less than 10 seconds and top speed exceeds 330 km/h. The
technology of the MC12 is based on the Ferrari Enzo model, however substantial
modifications were made to engine, chassis and aerodynamics. In late 2006, Maserati
presented the MC12 Versione Corse, an even more extreme track-day variant of this
all-conquering supercar.
Quattroporte Automatic
The most important technical evolution for the Quattroporte came with the introduction
of an automatic version at the 2007 Detroit motor show. While the Quattroporte with
Duoselect transmission has proven to be an ideal match for Maseratis sporty
reputation, demand for a fully automatic version had always been present. The
Quattroporte Automatic is much more then a Quattroporte simply fitted with a new
gearbox. From the 16.500 components of which the Quattroporte is made, 4.800 are
new. The powertrain is completely new with the adaption of a new wet sump engine
(F136UC), 6-speed automatic gearbox from ZF, propellor shaft and limited slip
differential. The Quattroporte Automatic is available in standard version as well as
Sport GT and Executive GT. The Sport GT was later on replaced by the more
expressive Sport GT S.
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GranTurismo
With the new GranTurismo, presented at the 2007 Geneva motor show, Maserati
applies the experience gained in the luxury car segment with the Quattroporte to create
a true luxury GT car. The GranTurismo is based on a modified Quattroporte floorplan.
With an overall length of 488cm, the GranTurismo is significantly bigger than the
Coup/Gransport models it replaces, and offers comfortable interior space to four
adults. While the mechanical layout of the GranTurismo is identical to the Quattroporte
Automatic it uses the same 4.2L V8 wet sump engine and automatic 6-speed
gearbox from ZF various settings are specific to give the GranTurismo a more
dynamic ride. Its pure and elegant body design is from the hand of Pininfarina and
reflects perfectly Maseratis great tradition in the creation of elegant and sporty grand
touring cars.
GranTurismo S
Exactly one year after the presentation of the original GranTurismo, Maserati unveiled
a first derivate of this highly renowned GT car. The GranTurismo S was created to
meet the demand of those who prefer a more dynamic version of the existing
GranTurismo. Its more powerful 4.7L V8 engine and completely new, rear mounted
robotized gearbox with super fast MC-shift strategy, in combination with an upgraded
braking system and modified suspensions turn the GranTurismo S in a true
performance car. The more sporty nature of the GranTurismo S is perfectly reflected in
its appearance with newly designed alloy wheels, dark headlights, new aerodynamic
side sills, a boot lid spoiler, liberated exhaust system and specific interior trim. The
character of the GranTurismo S is unmistakably aggressive, yet it keeps loyal to its GT
background by offering the highest standards of comfort for all four occupants during
long travel.
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Five years after its launch and with more than 15.000 vehicles produced, Maseratis
highly successful Quattroporte saloon underwent a discrete restyling. Pininfarina has
reworked the Maserati flagship without affecting the purity and elegance of its original
design. The new front and rear give the car a more fresh and modern appeal while at
the same time enhancing the connection with its GranTurismo sister model.
Also the interior has been updated with a new and more user friendly entertainment
and satellite navigation system, and new interior colours. Under the bonnet, the classic
4.2L V8 wet sump engine (Quattroporte) is now joined by a more powerful 4.7L version
(Quattroporte S). The restyled Quattroporte models are available with an automatic sixspeed transmission only.
A sports car in black tie, with these words the international press praised the latest
Quattroporte variant after the first road tests. The Sport GT S is the most exciting
combination of luxury sedan and performance sports car that Maserati has ever
produced. Thanks to a revised intake and exhaust system, its 4,7L wet sump engine
liberates 10 more horsepower than the Quattroporte S model. The Sport GT S has a
lowered ride height and specific single-rate dampers and springs to further improve its
handling. Other modifications include new 20 wheels with specific tyres and a faster
gearshift strategy for the 6-speed automatic transmission.
Externally the Sport GTS can be recognized by its dark headlights, a black concave
grille, dark window lining, dark, oval exhaust pipes and painted door handles.
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GranTurismo S Automatic
GranCabrio
The GranCabrio, presented at the Frankfurt motor show of 2009, is Maseratis first real
four-seater convertible in the history of the brand. This model can be seen as the
Tridents third prong: Maserati customers can now choose between a four door
sedan, a true GT coupe and the pleasure of open top motoring with four people in a
stylish cabriolet.
The GranCabrio borrows its technical underpinnings from the GranTurismo S
Automatic: it shares the same platform albeit reinforced to compensate for the
absence of a steel roof structure and also its engine and gearbox are identical. The
fabric roof is premium quality an folds away by a simple push on a button in only 28
seconds. In some markets this model is sold as GranTurismo Convertible.
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GranTurismo MC Stradale
The fastest, lightest and most powerful car in the Maserati range inspired by the
Maserati Corse experience in the Maserati Trofeo and FIA GT4 championship.
Maserati, on the basis of the well performing GranTurismo S and thanks to the
experience on the racetrack with the MC Trofeo and GT4 version, is debuting with the
GranTurismo MC Stradale. This model makes large use of the Maserati Corse
experience, as clearly stressed by its name.
It represents the real link with the racing environment and shows Maserati's ability to
develop a product both for road and racetrack use.
GranCabrio Sport
One year after its introduction, the GranCabrio has proven to be an instant success
and is widely regarded as one of the most beautiful convertible cars on the market.
The stylish and elegant GranCabrio is now complemented with a more performancefocused variant. A new wheel design, dark headlights, sharper profiled side sills and
oval tail pipes give the GranCabrio Sport a more aggressive and sporty appearance,
but modifications are not limited to aesthetics alone. Increased engine power and
torque, combined with a faster gearshift and sharper handling make this car the ideal
choice for those who want to enjoy the pleasure of open top motoring without
compromising performance.
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Technical Concepts
What is an engine
Catalytic converter
Robotized Transmission
Automatic Transmission
Limited Slip Differential
Braking System
Braking System MSP
Tyre Pressure Monitoring System
Suspension Skyhook
Passive Safety Systems
Florence Electronic Vehicle Architecture
Vehicle Diagnostics
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Technical Concepts
Vehicle Lay-Out
A carefully balanced weight distribution is a fundamental characteristic of every
Maserati. This feature is derived from Maseratis racing heritage.
Robotized transmission:
47 %
53 %
Automatic transmission:
49 %
51 %
Most cars on the market are heavier on their front axle than they are on their rear axle.
All recent Maserati vehicles have a near ideal weight distribution with a slight emphasis
on the rear axle. This configuration has several advantages:
Better traction during acceleration thanks to the higher grip level of the rear wheels.
Better balance and steering capacity during braking. This is because the original
weight distribution compensates for the dynamic weight transfer to the front axle
during braking.
More balanced handling and reduced understeer during cornering, more precise
steering.
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Technical Concepts
Engine
What is an engine?
The basic function of an engine is that it produces the power to move the vehicle
down the road as well as supply power for accessories like power steering and air
conditioning.
Many people believe that the engine is the Heart of the vehicle. In the case of
Maserati this is very true. Maserati engines employ race bred designs and features.
Maserati vehicles currently use 90 V8 engines. This means that there are 8
cylinders arranged in a 90 degree V configuration.
90
Maserati engines use a 90 degree crankshaft as well. This means the crank
connecting rod journals are spaced 90 degrees apart. It takes 720 degrees of
crankshaft rotation to complete all of the 4 strokes. 720/8 = 90, so a 90 degree V8
is considered naturally balanced, or you have a 90 degree block with a 90 degree
crankshaft and a cylinder firing every 90 degrees. Sometimes this would be called
and even fire design.
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Technical Concepts
Camshafts
Intake
valve
Exhaust valve
Piston
Connecting
rod
Crankshaft
What is Torque?
Torque can be best described as rotational force. A force applied at a right angle to a
lever multiplied by its distance from the levers fulcrum (the length of the lever arm)
gives us torque.
Torque is what gets a vehicle moving from a rest position, it is what pushes you back in
the seat. Torque allows trucks and trains to move large loads. Humans produce torque
when they pedal a bicycle. The maximum acceleration a vehicle is capable of it owes
to the maximum torque of its engine.
Torque is expressed in Newton-metres, but alternatively also foot-pounds is accepted.
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Technical Concepts
What is Horsepower?
Horsepower was originally defined to compare the output of steam engines with the
power of draft horses. The mechanical horsepower, also known as imperial
horsepower, of exactly 550 foot-pounds per second is approximately equivalent to
745.7 watts.
In other words, power is a measure of how quickly you can produce torque. Torque is
what gets a vehicle moving, Horsepower is what allows it to go 280 km/h. A motor
vehicle will reach its top speed when its engine reaches its maximum horsepower.
Power is expressed in watts or Kilowatts, but for motor vehicles the horsepower is still
widely used.
Power =
Force x Distance
Time
Power curve (red) and torque curve (blue) of a Maserati engine. One
can see that the torque is always above 400Nm starting from 2250rpm.
Maximum power is reached at 7000rpm.
For every engine there is a certain rotational speed (rpm) at which a maximum amount
of air-fuel mixture, which is burned to generate work, enters the engine. At this speed
the engine delivers its maximum torque (A). Above this point the torque an engine
delivers will decrease. Why then does the power continue to rise?
Even though the torque decreases, the engine speed rises and by consequence the
number of work-cycles generated per unit of time increases.
At a certain moment the balance between maximum burned mixture (work) and speed
(rpm) reaches its most favourable point. At this moment the engine will deliver its
maximum horsepower (B).
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Technical Concepts
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Technical Concepts
The 4.2L Dry Sump engines are used in the Coup, Spyder ,
GranSport and Quattroporte Duoselect models
Main characteristics:
4.2L all-alloy 90 V8
4 camshafts, 32 valves
Competition pedigree
Oil is stored in a remote oil tank. Oil is scavenged by 3 stages of the oil pump to
fill the tank. Then one stage of the oil pump draws oil from the tank to supply the
engine continuous oil pressure.
Absence of the traditional oil pan permits a lower positioning of the engine in the
vehicle chassis (Lower centre of gravity = better vehicle dynamics).
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Technical Concepts
1.
2.
3.
4.
5.
6.
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Technical Concepts
Main characteristics:
Same basic characteristics as dry sump engine, comparable power and torque
figures for 4.2L. Improved power and torque for 4.7L
Improved reliability
Engine oil is stored in the engine sump (oil pan) vs. a remote tank.
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Technical Concepts
The Maserati wet sump lubrication system is specifically designed for very high
performance applications. The oil bath is not in direct contact with rotating components
like the crankshaft, but in a separate section of the engine sump (dry sump-like
design). Efficient lubrication is guaranteed also in extreme conditions.
Thanks to the specific design, this engine is fitted only 15mm higher in the vehicles
chassis with respect to the dry sump engine.
Advantages of wet sump and dry sump are combined in one engine!
Oil level
Independently from the engine type, a correct oil level is always of the highest
importance.
Too low oil level will lead to:
lack of lubrication due to starving during manoeuvres like acceleration, braking and
cornering.
Quick overheating of the oil, making it lose its lubricating characteristics.
Severe engine damage in extreme conditions (starving)
Too high oil level will lead to:
Foaming of engine oil from crankshaft windage
Engine vibrations
Increased fuel consumption
Severe engine damage in extreme conditions (hydraulic lock)
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Technical Concepts
The adoption of continuous timing variation on the intake camshafts mean that 82% of
torque is available from 2500 rpm. This translates into exceptional acceleration even
with higher gears, allowing comfortable driving on motorway journeys and, in general,
the engine's full potential can be exploited over the entire operating range. Further,
VVT increases engine efficiency and reduces fuel consumption.
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Technical Concepts
Catalytic converter
What is a catalytic converter?
A catalytic converter is a device that is fitted in the exhaust system of motor vehicles.
Its task is to convert the toxic substances present in the exhaust gas (carbonmonoxide, hydrocarbons and nitrogen oxides) into non-toxic elements such a oxygen,
nitrogen, carbon dioxide and water. This is achieved by a chemical reaction that takes
place inside the converter. This chemical reaction is initiated by what is called a
catalyst, usually a precious metal such as platinum.
Maserati vehicles uses metal-core type catalytic converters on its recent vehicles.
These have the advantage of creating little obstruction to the exhaust flow, and thus
are more suitable for powerfull engines with respect to the more traditional ceramiccore type catalytic convertors.
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Technical Concepts
Robotized Transmission
The robotized gearbox control system is composed of an electro-hydraulic servo
system which manages the gearshift and clutch operation.
A specific ECU (NCR) controls the complete system by using a strategy which is based
on driver inputs and various vehicle parameters. Therefore the NCR interacts with
other vehicle systems like the engine control, ABS and stability control systems and
uses a driver interface (gearshift paddles and control buttons). A specific characteristic
of the system is that it can be integrated on a mechanical transmission without
requiring any specific modifications.
System outline
1
1.
2.
3.
For its vehicles with robotized transmission (Coup & Spyder, GranSport, Quattroporte
Duoselect, GranTurismo S and GranTurismo MC Stradale), Maserati uses the Transaxle layout.
The integrated gearbox/differential assembly at the rear is rigidly connected to the engine via a
stiff torque reaction tube. This solution offers ideal weight distribution and a direct power
delivery to the driven wheels.
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Technical Concepts
1. Gearbox housing
3
4. Solenoid valves
5. High pressure pipes
6. Fluid reservoir
7. Pressure accumulator
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actuator
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Technical Concepts
Driver interface
The driver interface is composed of the following parts:
Gearshift paddles fitted on the steering column: Up (right) and Down (left).
Driving direction selector on the central console for selection of 1 or reverse gear.
Driving mode selection buttons (Auto/Manual, Normal/Sport, Ice, Race).
Display screen for visualisation of the selected gear and driving mode.
Quattroporte Duoselect
Gearshift paddles
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Technical Concepts
PRE-SOFAST and SOFAST transmission control system: this is the first generation
of transmission control system as introduced in 2001 on the M138 model. The name
SOFAST (soft + fast) was introduced a little later when a new control software was
applied with the aim to enhance operating comfort. Management of gearshifts is not
influenced by information concerning vehicle dynamics (ie. Braking, cornering).
SOFAST II transmission control system: a new control unit with new software was
introduced to optimise gearshift comfort and reduce noise levels. An improved
operating management of the clutch was obtained by the introduction of the
Kisspoint self-learning procedure. Management of gearshifts is not influenced by
information concerning vehicle dynamics (ie. Braking, cornering).
SOFAST III transmission control system: the introduction of Sofast III involves a
new control unit and the introduction of a longitudinal acceleration sensor and a
clutch pressure sensor. The longitudinal acceleration information allows a gearshift
and clutch management to be influenced by the vehicle dynamics. The clutch
pressure information allows the ECU to calibrate the clutch diaphragm spring
characteristic. These modifications resulted in a much improved clutch
management.
SOFAST III+ transmission control system: identical to SOFAST III but with modified
clutch and new operating software for further improved clutch management.
Commercial name
Cambiocorsa
Cambiocorsa
Sofast 2
Quattroporte
Duoselect
GranTurismo S
MC-Shift
Sofast 4
GranTursismo MC Stradale
MC-Race
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Technical Concepts
M144 MC12
SOFAST
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Technical Concepts
10 Nm
Kisspoint
(1020 1040 rpm)
Clutch open
(idle)
Thrust
bearing
travel
Clutch layout:
Clutch disc
Engine flywheel
Engine
crankshaft
Pressure plate
with diaphragm
spring
Thrust bearing
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Technical Concepts
These strategies can vary for each vehicle model version. A detailed description of the
different driving modes and their effect on the transmission operation startegy, as well
as some guidelines on the correct use of a vehicle with robotized transmission, can be
found in the chapter Vehicle Functionality Overview.
System safety
The gear disengages:
After 2 seconds when the drivers door is open and the brake pedal is released;
After 1 minute when the drivers door is closed and the brake pedal is released;
After 10 minutes when the door is closed and the brake pedal is depressed;
Indicator lights
The instrument cluster is fitted with following transmission-related warning lights:
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Technical Concepts
t1
t2
t3
time
When MC-shift is acttivated the actions occur quicker and partially overlap:
Total gearchange time (acceleration gap) = 100ms
t1
t2
t3
time
t3
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Technical Concepts
Auto
Sport
Race
240 ms
100 ms
60 ms
Automatic gearshifting
Yes
No
No
Manual gearshifting
Yes
Yes
Yes
Gearshift times
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Technical Concepts
Automatic Transmission
The fully electronically controlled, automatic 6-speed transmission with ASIS adaptive
shift strategy is used for the following vehicles:
Quattroporte Automatica
Quattroporte MY09 (Restyling) all versions
GranTurismo
GranTurismo S Automatica
GranCabrio & GranCabrio Sport
System outline:
Limited slip differential
at the rear
Hydraulic torque
converter
6-speed fully automatic
gearbox with adaptive
shift strategy
Driveshaft with
three constant
velocity joints
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Technical Concepts
By increasing and synchronizing the control of the transmission with other systems in
the car, such as the engine, braking system, drive wheels and steering, a series of
signals are provided, which describe the driving conditions in real time. In response to
the application of longitudinal or lateral acceleration, the control unit actuates additional
functions of the electronic transmission control system, by acquiring signals such as
engine torque and speed, oil temperature, the position and movement of the
accelerator pedal and the speed of each individual wheel. On the basis of this
information, the transmission control system is able to recognize whether the car is
cornering, the driver is braking or the driver wants to accelerate.
Using these signals, it is possible to draw conclusions about the effective load of the
car and the topography of the stretch of road (uphill or downhill gradient), which can
then be applied to the transmission function. This system is generally known as
automatic transmission with adaptive transmission control. It is capable of recognizing
the intentions of the driver, recording his style of driving and adapting the gear
selection accordingly. No manual intervention is therefore necessary.
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Technical Concepts
Downhill strategies
When DRIVE is selected and the accelerator pedal not pressed, the system recognizes
that the car is travelling downhill and prevents the gearbox from changing UP. If the
driver presses the brake pedal, the gearbox can change DOWN to provide a higher
degree of engine braking. The purpose of this management strategy is to make
downhill driving safer.
Cornering strategies
The gear management system recognizes when the car is cornering. When DRIVE is
selected and the car is cornering, the system prevents gear changes for the full
duration of the maneuver. Gear changes are enabled again once the car has come out
of the bend after a distance that varies depending on the speed of travel.
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Technical Concepts
Multi-disc
clutch pack
reduces slip
Differential
gears
A Limited slip differential limits the amount of speed difference allowed between both
driven wheels. Often this is achieved by a multi-disc clutch pack that generates friction
at the moment both wheels tend to rotate at different speed. By this way, a certain
amount of traction is always ensured.
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Technical Concepts
A mechanical limited slip differential is the best way to guarantee for maximum traction
in all driving conditions. This is because it will send the engine torque to the driven
wheel with the highest grip. A mechanical limited slip differential is standard equipment
for all Maserati vehicles.
Maserati differentials use a locking factor of 25/45%, what does this mean?
25% differential lock during acceleration:
The locking factor of a differential is expressed as a percentage of its transmitting
torque. In other words, making the driven wheels rotate independently from each other
will require a torque which is 25% of the acceleration torque.
For a high performance road car, a 25% locking factor for acceleration is considered as
the best compromise between handling (no locking needed) and good traction (lots of
locking needed).
45% differential lock during release / braking:
A higher locking factor is used under throttle release or braking conditions. This is done
to eliminate oversteer which could occur when the throttle is suddenly released during
cornering. By this way each Maserati has a well balanced handling, also when driven
to the limit.
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Technical Concepts
Braking System
Maserati was one the first car manufacturers to use a hydraulic brake circuit on its prewar race cars, and to use disc brakes on its road cars as early as 1957.
Maseratis braking systems today:
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Normal driving
Braking
Chassis and wheel suspensions design: The kinematics of the wheel suspensions
and related components define the vehicles behaviour during braking and
acceleration. Maseratis double triangle front and rear suspension design feature builtin anti-dive and anti-squat kinematics. In this way the stability is maintained during
strong braking and acceleration.
Dual-cast technology
This new technology was developed by specialist brake supplier Brembo and used for
the first time on a road car with the launch of the Maserati Quattroporte Sport GT S in
2007. Dual-cast brake discs feature a cast iron friction ring combined with an
aluminium centre part, co-cast into a single piece. By this way these revolutionary new
brake discs combine the superior friction characteristics of cast iron with the lightness
of aluminium, and this without needing the complexity of a composed brake disc.
Carbon Ceramic Material (CCM) technology
The use of carbon and ceramic materials in vehicle brake components derives form
aircraft and racecar technology. The most important advantage of this technology is
that the friction characteristics are not affected by high temperature. In practice this
means that intensive and repeated braking can be applied without loosing braking
performance, like is the case on conventional braking systems.
Other advantages are reduced weight of the CCM-disc compared to steel or cast iron,
and very high resistance against wear.
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Maserati uses on its recent vehicles the advanced Bosch ESP 8.0+ system. This is an
integrated electronic-hydraulic unit that controls all braking and vehicle stability related
functions. The tuning of the system is specific for each model, and has been defined by
Maserati test engineers together with specialists from Bosch in order to achieve the
best possible balance between safety and performance.
ABS (Anti-lock Braking System): prevents the wheels from locking during braking,
maintaining in this way the steering capacity.
ASR (Anti-Slip Regulation): ensures traction by preventing the driven wheels from
spinning during acceleration.
EBD (Electronic Brake force Distribution): distributes the brake force optimally
between the front and the rear axle.
MSP (ESP), (Maserati Stability Program): controls the brake of each individual
wheel to ensure vehicle stability during cornering.
Hill Holder: assists with driving away in uphill conditions by preventing the vehicle
from rolling backwards.
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Technical Concepts
When cornering, the tyres of a vehicle are always subject to a certain amount of lateral
slip. The balance of the slip amount between the front and the rear wheels define the
handling characteristics. We can identify three conditions: neutral, understeer or
oversteer.
Neutral: slip amounts are the same front and rear, the vehicle follows the chosen
path in accordance to the steering wheel input.
Understeer: the lateral slip amount is higher at the front wheels then at the rear.
The vehicle tends to turn with a bigger radius than was intended by the steering
wheel input.
Oversteer: the lateral slip amount is higher at the rear wheels then at the front. The
vehicle tends to turn with a smaller radius than was intended by the steering wheel
input.
The MSP system will eliminate understeer and oversteer when it asesses that this
condition could compromise the vehicles stability. Stability is ensured by braking
wheels individually by well defined braking inputs from the MSP electro-hydraulic unit.
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Technical Concepts
Note: depending on the model variant and on the market specification, TPMS is
available as an option or standard equipment. TPMS is not available on the
GranTurismo MC Stradale model.
Note (2): in the USA, all newly licensed vehicles from 2007 onward must be fitted with
a system that informs the driver in case a tyre has a pressure loss of 25% below the
target pressure.
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Technical Concepts
The base suspension design of every Maserati is derived from competition. Double
light alloy oscillating triangles front and rear are attached to a subframe and
incorporate anti-dive and anti-squat kinematics. This is the best configuration for
supreme handling and driving precision. Depending on the model version, Skyhook
electronically controlled adaptive damping system is applied.
Skyhook adaptive damping system
The system consists of the following components:
4 electronically controlled shock absorbers that can instantly and gradually adjust
between maximum rigid (for better handling) and maximum soft (for maximum
driving comfort) positions.
5 acceleration sensors that monitor in real time the movement of the vehicles body
and the vertical movement of the wheels.
A central ECU that receives information form the acceleration sensors and various
driving parameters, and adjust in real time the damping settings.
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3.
4.
5.
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Technical Concepts
The Skyhook system is specifically tuned by Maserati test engineers and engineers
from specialist supplier Sachs for each different model. Its role is not to simply switch
between sporty and comfortable damping settings; it instead constantly monitors the
driving style, road conditions and drivers preferences to adapt instantly and
continuously to the best achievable setting for every given situation.
The following parameters are monitored by Skyhook:
Driving speed
Gearchange information
Braking pressure
Lateral acceleration
Best handling with minimal body movements (roll, dive, squat) and maximum
steering precission when sporty driving is requested.
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Technical Concepts
Impact detection
A number of sophisticated sensors are positiond in carefully defined locations in order
to evaluate the severity and the direction of every impact.
X (+)
2
NAB
Y (+)
X (-)
The NAB is firmly secured to the casing underneath the vehicle centre console, near
the vehicles barycentre. This is to allow the internal deceleration sensor(s) to monitor
the vehicle deceleration accurately.
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Technical Concepts
Nitrogen
Sodium
azide
Explosive
charge
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Technical Concepts
1.
External cover
2.
Casing
3.
Electrical connector
4.
Gas generator
5.
Folded bag
6.
Warning label
Maserati Academy
1.
Connector
2.
Gas generator
3.
Cushion container
4.
Fixing points
5.
Roof upholstery
80
Technical Concepts
Seatbelt pretensioners
The seatbelt winders (retractors) are fitted with electrically-controlled pretensioners,
which are operated by the airbag node, with a load limiting device. This device,
introduced to enhance passive safety, is capable of reducing the load pressure
normally exerted by the seat belts against the shoulders and chest following an impact,
minimising the injuries resulting from the action of the seat belts.
1.
Gas generator
2.
Piston
3.
Rack
4.
Belt winder
5.
Seat belt
6.
Torsion bar
Pyrotechnic
charge
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Technical Concepts
1.
2.
3.
4.
What is Multiplexing?
Technically speaking, the term multiplexing indicates the technology to send multiple
electrical signals over one single wire. By this way, multiple users can use the same
single wire, called bus, for data exchange. The access to the bus, i.e. which user can
make use of the bus at which moment, is defined by the bus protocol.
Multiplexing in modern motor vehicles has reached a high level of complexity. One of
the bus protocols widely used in vehicles today is CAN (Controller Area Network). CAN
is a sophisticated serial data network that can manage a high stream of data between
a large amount of users, called nodes.
What is Florence?
Florence is an electronic vehicle architecture that has been developed by the Fiat
Group specifically for the use in high-end luxury vehicles. Maserati uses Florence in all
its current models.
Florence contains a number of multiplexing networks that connects a large number of
nodes, each of which control a specific vehicle function, into a single integrated
system.
The heart of the Florence system is the Body Computer Node (NBC). The NBC is the
network manager and acts as a gateway between the different communication
networks. The NBC can be best described as the brain of the vehicle. It is located
underneath the dashboard at drivers side, near the A-pillar.
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Technical Concepts
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Vehicle Diagnostics
What is OBD / EOBD?
OBD stands for On Board Diagnostics. OBD originates in the USA where a universal
diagnostic system for emission related vehicle systems was needed.
Power train systems of modern cars have reached a high level of complexity, and even
a small failure can potentially have a large impact on the exhaust gas emissions a
vehicle produces. Therefore, modern vehicles must be equipped with a system that
constantly checks the correct operation of these systems, and in case a failure is
detected, stores a specific error code and alerts the driver by means of a warning light.
Al cars sold in the USA from 1996 (OBD-II), and in Europe from 2000 (European OBD
or EOBD), must have a standardized 16-pin OBD-II/EOBD connector to interface with
a diagnostic tool. For Maserati this connector is located on the Body Computer.
Maserati Diagnosi
The Maserati diagnostic tool, Maserati Diagnosi, does much more than only the
legally required OBD diagnostics. It performs a large number of diagnostics and
service related functions that cover all complex vehicle systems. All recent Maserati
cars can be checked with Maserati Diagnosi.
Bluetooth / USB
connection
Maserati Diagnosi
Laptop
OBD-II/EOBD
16 pin connector
Vehicle
Communication
Interface (VCI)
Vehicle
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Technical Benchmarking
Technical Benchmarking
86
Quattroporte
87
92
GranTurismo MC Stradale
98
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Technical Benchmarking
Engine options:
Transmission options:
Suspension options:
Braking options:
330mm ventilated brake discs with 4 piston calipers for 4.2L engined cars.
360mm Dual Cast steel/aluminium ventilated discs with 6 piston calipers for
4.7L engined cars (excluded GranTurismo MC Stradale) and 4.2L engined
cars with Handling Pack.
Maserati Stability Program with ABS, EBD, MSR, ASR, ESP and Hill Holder
standard on all vehicles.
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Technical Benchmarking
Quattroporte
The Quattroporte is the only sports sedan that has an ideal weight distribution with
a slight emphasis on the rear axle. The only competitor that comes close to the
Quattroporte on this point of view is the Aston Martin Rapide. This characteristic
gives the Quattroporte a superior dynamic balance amongst its competitors.
The Quattroportes engines (4.2L and 4.7L) have the highest specific power output
of all naturally aspirated engines in its class. This is a characteristic of a true racebred engine that contributes to enthusiastic driving pleasure.
Limited slip differential standard on all versions. The only competitor that offers a
standard limited slip differential as well is the more expensive Aston Martin Rapide.
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Technical Benchmarking
6.0L V12 engine. Despite larger capacity, 4 more cylinders and more power, no
faster acceleration than a Quattroporte Sport GT S.
Despite the transaxle layout, there is still a slight weight emphasis on the front axle
(51/49%).
Despite the full aluminium body structure and crampy interior, its weight is only
marginally lower than that of a Quattroporte (1.950 kg versus 1.990 kg).
Top of the range W12 engine. This configuration is complex and can not reach the
perfect natural balance of a true V12 engine. This solution is needed to be able to fit
the engine in the front wheel drive chassis.
8-speed fully automatic gearbox, all wheel drive standard on all versions.
Despite the full aluminium body structure, its weight is only marginally lower than
the that of a Quattroporte (1.915 kg versus 1.990 kg).
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Only 6.0L V12 version (760i) has better acceleration than Quattroporte.
Front mounted engine, rear wheel drive; all wheel drive available on some versions
6-speed fully automatic transmission, 8-speed fully automatic transmission for 760i
model.
Only the 5.0L V8 supercharged version has better acceleration than the
Quattroporte models.
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Technical Benchmarking
V6 diesel and petrol engines, V8 and V12 petrol engines, V8 biturbo for AMG
version.
Front mounted engine, rear wheel drive; all wheel drive available on some versions.
7-speed fully automatic transmission for the versions with smaller engines
5 speed automatic transmission for S600 since their 7-speed transmission can not
cope with higher engine torque.
Steel body structure, depending on the version comparable or heavier weight than
Quattroporte.
Only the V8 Turbo version has better acceleration than the Quattroporte.
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Technical Benchmarking
Model
Quattroporte
S
Quattroporte
Sport GTS
Porsche
Panamera S
Porsche
Panamera
Turbo
Aston Martin
Rapide
Engine
cylinder
layout
V8
V8
V8
V8
V12
Displacement
Litres
4.7
4.7
4.8
4.8
5.9
Power
HP/rpm
430/7000
440/7000
400/6500
500/6000
477/6000
Torque
Nm/rpm
490/4750
490/4750
500/3500
700/2250
600/5000
Transmission
Automatic
Automatic
Manual or
PDK
PDK
Automatic
Kerb weight
Kg
1990
1990
1845 or 1875
2045
1950
Power /
Weight
HP/100Kg
21.61
22.11
21.68 or
21.33
24.45
24.46
Top speed
Kph / mph
280/174
285/177
285 or 283/
177 or 176
303/188
296 /184
0 100 kph
5.4
5.1
5.6 or 5.4
4.2
5.2
Urban
23.2
23.2
18.8 or 16
18.0
22.6
Extra urban
10.5
10.5
8.9 or 7.9
8.9
10.4
Combined
14.7
14.7
12.5 or 10.8
12.2
14.9
Fuel
Consumption
l/100km
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Technical Benchmarking
The GranTurismo and GranCabrio are the only cars in their class that have an ideal
weight distribution with a slight emphasis on the rear axle. The only competitor that
comes close on this point of view is the Aston Martin DB9. This characteristic gives
the GranTurismo/GranCabrio a superior dynamic balance amongst its competitors.
The GranTurismo (4.2L and 4.7L) and GranCabrio (4.7L) engines have the highest
specific power output of all naturally aspirated engines in their class. The only
competitor that in certain variants offers a slightly higher specific power output is the
more sports car and less GT Porsche 911. This is a characteristic of a true racebred engine that contributes to enthusiastic driving pleasure.
The GranTurismo S is the only 4-seat coup on the market that offers the sensation
and the performance of a quick gearshift technology (MC-Shift). The only
competitor that can match this gearshift performance is the Porsche 911 with the
optional PDK transmission. Then, the 911 is not a full 4-seater and the PDK has
been much criticized on other points.
Limited slip differential standard on all versions. The only competitor that offers a
standard limited slip differential as well is the more expensive Aston Martin DB9.
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6.0L V12 engine. Despite the 4 extra cylinders and a substantially larger capacity,
its power output is only 27 hp more than that of Maseratis 4.7L engine.
Front mounted engine, rear wheel drive, transaxle construction, limited slip
differential.
Manual 6-speed gearbox and optionally automatic 6-speed gearbox from ZF.
Weight distribution of 50/50 %. Aston Martin claims this is perfect. Maseratis view is
that a slight emphasis on the rear axle is better for driving dynamics. This view
seems to be confirmed by most independent comparative road tests.
Full aluminium body structure. The DB9 is 120 kg lighter than the GranTurismo, but
this is also due to its smaller overall dimensions and smaller cabin space (no full
rear seats).
Aston Martin V8
characteristics:
Vantage
and
V8
Vantage
Roadster
main
technical
Despite similar engine size and much lower weight, its performances are not better
than those of GranTurismo S.
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Technical Benchmarking
The W12 configuration is complex and can not reach the perfect natural balance of
a true V12 engine. This solution is needed to be able to fit the engine in the front
wheel drive chassis.
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Technical Benchmarking
Front suspensions are of the McPherson type, this is a simple and more economic
technical solution that is mostly used on small cars with low performance.
Strong weight emphasis on the rear axle because of the rear mounted engine. This
offers optimal traction but compromises the dynamic balance of the vehicle.
Therefore the 911s behaviour is often described as tricky when driven to the limit.
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Technical Benchmarking
Model
GranTurismo
BMW 650i
Bentley
Continental
GT
Aston Martin
Vantage S
Porsche 911
GTS
Engine
cylinder
layout
V8
V8
W12
V8
Flat 6
Displacement
Litres
4.7
4.8
6.0
4.7
3.8
Power
HP/rpm
440/7000
367/6300
575/6000
436/7300
407/7300
Torque
Nm/rpm
490/4750
490/3400
700/1750
490/5000
420/42005600
Transmission
Robotized/Aut
omatic
Automatic
Automatic
Automatic
Manual/PDK
Kerb weight
Kg
1880
1725
2320
1610
1420
Power /
Weight
HP/100Kg
23.40
21.28
24.78
27.08
28.66
Top speed
Kph / mph
295/183
250/155
318/198
305/190
306/190
0 100 kph
4.9
5.2
4.6
4.9
4.6
Urban
25.2
15.5
25.4
19.2
15.9
Extra urban
11.4
7.9
11.4
9.3
7.6
Combined
15.8
10.7
17.1
12.9
10.6
Fuel
Consumption
l/100km
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Technical Benchmarking
Model
GranCabrio
BMW 650i
convertible
Bentley
Continental
GTC
Aston Martin
V8 Vantage S
Porsche 911
GTS
Cabriolet
Engine
cylinder
layout
V8
V8
W12
V8
Flat 6
Displacement
Litres
4.7
4.4
6.0
4.7
3.8
Power
HP/rpm
440/7000
407/55006400
559/6100
436/7300
407/7300
Torque
Nm/rpm
490/4750
600/17504500
650/16006100
490/5000
420/42005600
Transmission
Automatic
Automatic
Automatic
Automatic
Manual/PDK
Kerb weight
Kg
1980
2015
2485
1690
1515
Power /
Weight
HP/100Kg
22.22
20.20
22.49
25.80
26.86
Top speed
Kph / mph
283/176
250/155
306/190
305/190
306/190
0 100 kph
5.4
5.0
5.1
4.9
4.8
Chapter title
Fuel
Consumption
l/100km
Urban
23.9
15.5
25.3
19.2
16.2
Extra urban
10.4
7.9
11.6
9.3
7.7
Combined
15.4
10.7
16.6
12.9
10.8
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Technical Benchmarking
GranTurismo MC Stradale
The GranTurismo MC Stradale is the only front-engined car in its class that has an
ideal weight distribution with a slight emphasis on the rear axle. The only competitor
that comes close on this point of view is the Aston Martin DBS. This characteristic
gives the MC Stradale a superior dynamic balance amongst its competitors.
The GranTurismo MC Stradales engine has the highest specific power output of all
naturally aspirated engines in its class. The only competitors that offer a higher
specific power output are the Audi R8 and Porsche 911 GT3RS 4.0. These cars
however are more hardcore sports car and less GT.
The GranTurismo S is the only car in its class that offers the sensation and the
performance of a superfast gearshift technology (MC-Race). No competitor can
match this shift performance. A curious detail is that Porsche does not offer its PDK
transmission on its most sporty model variants.
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Technical Benchmarking
6.0L V12 front mounted engine, rear wheel drive, transaxle construction, limited slip
differential.
Manual 6-speed gearbox and optionally automatic 6-speed gearbox from ZF. From
the performance point of view this is no match for the MC Stradales MC-Race shift
technology.
Weight distribution with a slight emphasis on the front axle with respect of a slight
emphasis on the rear axle for all Maserati vehicles.
Full aluminium body structure. The DBS is 75 kg lighter than the GranTurismo MC
Stradale, but this is also due to its smaller overal dimensions and smaller cabin
space.
0-100 km/h acceleration time is only 0,3 seconds faster than the MC Stradale,
despite a much larger engine, more power and lower weight.
The robotized gearbox option does not improve the vehicles acceleration
performance with respecty to the manual version. No superfast shift technology.
Despite its full aluminium body structure and very compact dimensions (designed
as a two-seater), its weight is only 70 kg lower than that of the MC Stradale.
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Technical Benchmarking
Despite its bigger engine and more power, the performance of the XK-R is behind
on the GranTurismo MC Stradale.
Front suspensions are of the McPherson type, this is a simple and more economic
technical solution that is mostly used on small cars with low performance.
Strong weight emphasis on the rear axle because of the rear mounted engine. This
offers optimal traction but compromises the dynamic balance of the vehicle.
Therefore the 911s behaviour is often described as tricky when driven to the limit.
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Technical Benchmarking
The W12 configuration is complex and can not reach the perfect natural balance of
a true V12 engine. This solution is needed to be able to fit the engine in the front
wheel drive chassis.
Quickshift strategy performs gearshifts in 200ms, or more than three times the
time needed by the MC-Race technology of the MC stradale.
Weight saving of only 90 kg over the standard model (removed rear seats) is
marginally given the vehicles total weight.
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Technical Benchmarking
Model
GranTurismo
MC Stradale
Audi R8 GT
Bentley
Continental
Supersports
Aston Martin
DBS
Porsche 911
GT3 /GT3 RS
Engine
cylinder
layout
V8
V10
W12
V12
Flat 6
Displacement
Litres
4.7
5.2
6.0
5.9
3.8
Power
HP/rpm
450/7000
560/8000
630/6000
517/6500
435/7600
450/7900
Torque
Nm/rpm
510/4750
540/6500
800/1700 5600
570/5750
430/3250
430/6750
Transmission
Cambiocorsa
Manual
Automatic
Manual
Manual
Kerb weight
Kg
1770
1525
2240
1695
1395 / 1370
Power /
Weight
HP/100Kg
25.42
36.72
28.13
30.50
31.18 / 32.85
Top speed
Kph / mph
301/187
320/199
329/204
302/188
312/194
310/193
0 100 kph
4.6
3.6
3.9
4.3
4.1 / 3.9
Urban
22.7
21.0
24.5
24.3
19.2 / 19.4
Extra urban
9.7
9.9
11.6
11.7
9.0 / 9.6
Combined
14.4
13.9
16.3
16.4
12.6 / 13.2
Fuel
Consumption
l/100km
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104
106
NIT Bose
110
112
123
Acoustic signals
124
125
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The Blaupunkt NIT (Infotelematics Node) is an integrated device with a 7 screen and
incorporated controls. The NIT is built in the centre console. All the Quattroporte
vehicles from 2003 up to MY08 are equipped with the Blaupunkt NIT.
7 TFT display
RDS radio
CD-player
Satellite navigation
On-board computer
Note: For the Blaupunkt NIT without telephone option, a Bluetooth retrofit kit is
available from the Maserati Spare Parts Department. For further information, see the
Technical Information Bulletin No. 200922.
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Quattroporte
Overview
The GranTurismo, GranCabrio and Quattroporte Restyling models are equipped with
the Multi Media System (MMS) developed by Magneti Marelli: a 7 high-resolution TFT
colour display positioned in the centre of the dashboard allows the user to view the
functions relating to the satellite navigation with TMC Premium (where available), CD
player, car radio with USB port, Bluetooth and onboard computer.
The complete equipment can be further enriched with an optional iPod interface.
System performance is enhanced by using a 30 GB internal memory, capable of
supporting the entire cartography and the jukebox function, which replaces the CD
changer.
The Magneti Marelli NIT features the following functions:
7 TFT display
RDS radio
Satellite navigation
USB port with recharge function (optional for NIT HW 7 and standard for NIT HW
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USB Full port (data reload and exchange) (initially optional and then standard for
NIT HW 8.0; Always standard for NIT HW 8.1; not available for NIT HW 7)
Voice controls
On-board computer
Press = ON/OFF/To
stop the audio
source
Eject
Rotate = to adjust CD
the volume
RPT
Voice command
repetition
Source
ESC
Press = to cancel the
operation in progress.
Eject
SIM card
Audio
adjustments
SIM port
(only for
HW 7)
MODE
Changes
the function
Band
TA/PTY
DARK
Press once = to keep the
top bar viewed
Press twice = the function
display disappears
Press three times = to go
back to the function
displayed
End call
Menu button
Press and
hold (2s) = to
display the
Help menu
Alphanumeric
keypad
LIST
List of the radio
stations
List of the Jukebox
albums
List of the CD tracks
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USB Recharge
USB Full
The AUX-IN/USB socket is housed in the glove compartment and there may two types.
The type fitted is recognisable from the symbol shown next to it.
USB Recharge socket (optional for NIT HW 7 and for the first vehicles with NIT HW
8.0)
This socket is exclusively dedicated to powering the external source, of course, if this
source has been designed for this use (e.g. iPod). This socket cannot be used for data
exchange.
USB Full socket (optional for the first NIT HW 8.0 versions, standard for the most
recent NIT HW 8.0 versions; always fitted on the NIT HW 8.1)
This socket allows to both exchange data and power the connected source. If using an
USB key with MP3 music files stored on it, they will automatically start playing after
inserting the key.
This will not occur if you are already listening to a music source; in this case, you need
to select the USB function by repeatedly pressing the SRC button.
The music will only start playing after the system has scanned the key. The scanning
time depends on the number of files stored on the key; during this time, the message
Please wait is displayed.
AUX-IN socket (always present in combination with the USB socket)
The AUX-IN auxiliary input allows you to connect any audio player to the NIT, provided
it has an analogue audio output with a 3.5mm jack-type connector.
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Using the iPod cable harness available at the Maserati Spare Parts Department, an
iPod can be easily connected to the USB/AUX-IN socket located inside the glove
compartment.
If the NIT has a USB Full socket (only for NIT HW 8.0 and HW 8.1):
in this case, the iPod can be controlled via the NIT (depending on the iPod version, the
compatibility can be partial only).
Important note: To enable this function, the NIT must satisfy the following conditions:
1. Software version BR2 or later
2. Function enabled in the Proxy of the vehicle (by means of the Proxy configuration
procedure)
CAUTION
The iPod connecting cable allows the playing of audio files from an
iPod device. Maserati does not guarantee the playing of audio files
when connecting different devices (for example: iPhone).
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Overview
The new Bose Multi Media System differs from the standard system in the following
functions: DVD player; wav, wma, acc files reading; user interactive; UMusic function
Music Library; proximity sensors for display; radio station tuning system; system
customisation via the preferences option. In addition, the iPod interface and TV tuner
are available for this system.
The basic equipment of the new Quattroporte range consists of a Bose Surround
Sound audio system with 11 speakers and an integrated 4x25 Watt RMS equalizer,
specifically designed and built for this vehicle acoustics. The entire sound system
becomes an integral part of the car, to offer a music quality quite similar in depth, clarity
and sensations to that of the best concert halls. Moreover, the AudioPilot technology
detects and measures the ambient noise and continuously adjusts a number of
acoustic signal parameters accordingly, in order to ensure optimal sound quality levels
inside the passenger compartment.
The Bose NIT features the following functions:
7 TFT display
RDS radio
Satellite navigation
Traffic information
Bluetooth
AUX-IN socket
USB port
iPod interface
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Voice controls
On-board computer
Notes:
The Bose NIT is available as option for the Quattroporte Restyling (MY09 & MY10)
The Bose NIT is a standard equipment for the Quattroporte Restyling model (MY09
& MY10), for the USA and Canada markets.
Since February 2010, the Bose NIT is no longer available for all the markets.
Preset
Ambient light
sensor
Cancel/Back
Zoom in
Upper proximity
sensor
LH knob
RH knob
LH dial
RH dial
Options/Menu
Zoom out
Radio
Telephone
Media
Soft Key
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Lower
proximity
sensor
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Maserati GranTurismo S
Maserati GranTurismo
Maserati GranCabrio
Manual Normal
Manual Sport
Auto Normal
Auto Sport
Ice
If the SPORT button is pressed in MANUAL mode, the gearbox control system
switches to a higher-performance gear shifting control strategy, with significantly less
time taken to shift between ratios; no automatic up-shifting when reaching the rpm
limiter; the damper setting adopted is intended to reduce rolling and pitching for more
sporty handling.
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ICE Mode
This mode can be used in conditions with poor grip. It is activated by pressing the ICE
button on the central tunnel, and when it is activated the car starts in second gear and
the engine speed in all gears is limited to 2,900 rpm. ICE mode takes priority over
SPORT and MSP OFF modes.
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Maserati GranTurismo S
The robotized transmission of the Maserati GranTurismo Duoselect offers a total of six
gear shift modes:
1.
2.
3.
4.
5.
6.
Manual Normal
Manual Sport
Manual Sport with MC-SuperFast shift
Auto Normal
Auto Sport
Ice
In MANUAL SPORT mode the air valves in the exhaust are also opened.
Down-shifting is accompanied by a more noticeable double declutch effect. The
damper setting adopted is intended to reduce rolling and pitching for more sporty
handling (if the Skyhook OPTIONAL is installed).
MC-SuperFast Shift
MC-SuperFast shifting is a mode that exploits the elastic energy of the transmission
components to achieve extremely swift gear changes and stunning performance. The
result is a gear shifting time cut to an amazing 100 ms. Above 4,000 rpm, with the
pedal 80% depressed, the fuel cut-off strategy (the engine switches off with the fuel
supply stopped) is activated during gear shifting.
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(GranTurismo S continued)
MC-S SPORT SuperFast Shift. When?
In Manual Sport mode, when the gearbox control system and the engine coolant reach
their normal operating temperature the MC-S icon lights up on the display.
SuperFast gear shifting is only available in MANUAL SPORT mode with the following
conditions met:
Engine speed > 5,500 rpm
Accelerator pedal fully depressed (> 80%)
Lateral acceleration < 0.9 g
ASR not in operation
No wheel spin
AUTO NORMAL Mode
In AUTO mode, gear shifting is managed completely automatically by the electronic
gearbox control system. The control unit decides the rpm and time when the gear shift
takes place, and its speed, on the basis of parameters such as the car's velocity, the
engine rpm and the torque and power being requested by the driver. A gear can be
requested manually even in AUTO mode using the paddles behind the steering-wheel.
AUTO SPORT Mode
Pressing the SPORT button on the central console with the system in automatic mode
activates AUTO SPORT mode: gear shifting is still automatically controlled by the
gearbox control system, but the speed with which gears are disengaged, selected and
engaged, and with which the clutch is released, changes.
Compared to AUTO NORMAL mode, gear shifts take place at higher rpm, while the
double declutch effect at downward shifts is more accentuated. Above 4,000 rpm, with
the pedal 80% depressed, the fuel cut-off strategy (the engine switches off with the fuel
supply stopped) is activated during gear shifting.
The damper setting adopted is intended to reduce rolling and pitching for more sporty
handling (if the Skyhook OPTIONAL is installed).
The exhaust air valves are also opened when the SPORT button is pressed in AUTO
mode: apart from making the engine sound fuller and deeper, the reduction in
backpressure generated allows the rpm to climb faster, and enables the engine to
achieve a higher maximum power.
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4. ESC
Automatic Mode
The transmission control strategy adopted means that the car is always started in
automatic mode. In this mode, gear shifts take place fully automatically on the basis of
shift mapping programmed in the Robotized Transmission Node (NCR). The gear
shifting strategy is tailored to obtain the best compromise between driving comfort,
fuel-saving and performance.
In this mode, the gear engaged appears on the info display with the AUTO icon.
Note: when driving the car in Automatic mode, gear shifts can also be performed in
manual mode using the steering-wheel paddles. When the paddles are used, the
gearbox temporarily switches back to Manual mode, and during this time the AUTO
icon on the display flashes for about 5 seconds. The system then returns to Automatic
mode.
Easy Exit automatic mode" strategy
The system switches mode whenever the car is started, automatically setting AUTO
mode. If the engine is stopped with SPORT or RACE mode set, next time it is started
AUTO mode is automatically selected with the simplified exit automatic function"
strategy active ("AUTO" icon flashes on the display). This strategy allows the driver to
return to SPORT mode by just performing the first gear shift manually (using the UP
and DOWN paddles).
If the driver has not shifted gear within two minutes after the car starts moving, the
system automatically sets AUTO mode.
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SPORT Mode
In SPORT mode, the gearbox control system switches to a higher-performance gear
shifting control strategy, with significantly less time taken to shift between ratios,
depending on engine rpm and the position of the accelerator pedal.
In SPORT mode the exhaust air valves are opened: apart from making the engine
sound fuller and deeper, the reduction in backpressure generated allows the rpm to
climb faster, and enables the engine to achieve a higher maximum power.
Down-shifting is accompanied by a more noticeable double declutch effect.
Above 4,000 rpm, with the pedal 80% depressed, the fuel cut-off strategy (the engine
switches off with the fuel supply stopped) is activated during gear shifting: this function
reduces the time taken for the torque to be discharged and the engine rpm to fall
during gear shifting, providing faster shifts.
RACE Mode
RACE gearbox control mode is the latest innovation to be made to the robotized
transmission system: it is a mode that exploits the elastic energy of the transmission
components to achieve extremely swift gear changes and stunning performance. The
result is a gear shifting time cut to 60 ms (measured as the gap in acceleration), a
value that ensures absolute racing performance and a thrilling driving experience. The
exhaust bypass valves are always open.
Above 4000rpm and with the accelerator pedal above 80% depressed, a Fuel cut-off
startegy is activated (complete interruption of fuel injection) during gearshifting.
SuperFast gear shifting is only available in RACE mode.
When the gearbox control system and engine coolant reach their normal operating
temperature and RACE mode is selected, the MC-R icon lights up on the display. This
means that the vehicle is ready for a SuperFast shift. Moreover, the following
conditions must be met:
Engine speed > 5,000 rpm
Accelerator pedal fully depressed (> 65%)
Lateral acceleration < 0.9 g
ASR not in operation
No wheel spin
SEQUENTIAL DOWNSHIFTING Strategy
This function can be set with the gearbox in either SPORT or RACE mode; keep
pulling the DOWN paddle and depress the brake pedal to obtain sequential
downshifts. The number of downshifts performed and their speed depend on how hard
the brake pedal is depressed.
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Manual Normal
Manual Sport
Auto Normal
Auto Sport
Ice
In MANUAL NORMAL mode the gear is chosen by the driver only. For the most thrilling
driving experience, the system does not shift gear even an engine speed higher than
that set in AUTO mode is reached.
MANUAL SPORT Mode
If the SPORT button is pressed in MANUAL mode, the gearbox control system
switches to a higher-performance gear shifting control strategy, with less time taken to
shift between ratios. Above 4,000 rpm, with the pedal 80% depressed, the fuel cut-off
strategy (the engine switches off with the fuel supply stopped) is activated during gear
shifting.
The damper setting adopted is intended to reduce rolling and pitching for more sporty
handling.
On the Quattroporte Automatic sport GTS, in MANUAL SPORT mode the air valves in
the exhaust are also opened.
Down-shifting is accompanied by a more noticeable double declutch effect.
Select this mode when you wish to use the vehicle in full automatic driving mode.
With this mode selected, the ECU controls automatic engagement of the six gears. The
gears will be selected in relation to the travelling speed, engine RPM, accelerator pedal
angle and depressing speed, as well as the travelling conditions (uphill, downhill,
curves).
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The exhaust air valves are also opened when the SPORT button is pressed in AUTO
mode: apart from making the engine sound fuller and deeper, the reduction in
backpressure generated allows the rpm to climb faster, and enables the engine to
achieve a higher maximum power.
ICE Mode
This mode can be used in conditions with poor grip. It is activated by pressing the ICE
button on the central tunnel, and when it is active the car starts in second gear and the
engine speed in all gears is limited to 2,900 rpm.
ICE mode takes priority over SPORT and MSP OFF modes.
Maserati GranTurismo
The automatic transmission of the Maserati GranTurismo offers a total of five gear shift
modes:
1.
Manual Normal
2.
Manual Sport
3.
Auto Normal
4.
Auto Sport
5.
Ice
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ICE Mode
This mode can be used in conditions with poor grip. It is activated by pressing the ICE
button on the central tunnel, and when it is active the car starts in second gear and the
engine speed in all gears is limited to 2,900 rpm.
ICE mode takes priority over SPORT and MSP OFF modes.
Manual Normal
Manual Sport
Auto Normal
Auto Sport
Ice
The various operating modes are exactly as described for the GranTurismo S, except
that:
In Manual Sport mode, the exhaust bypass valves are opened by a specific strategy
depending on the engine speed and the accelerator pedal angle.
Down-shifting is accompanied by a more noticeable double declutch effect.
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Manual Normal
Manual Sport
Auto Normal
Auto Sport
Ice
The various operating modes are exactly as described for the GranTurismo S
Automatic.
Note: for the GranCabrio Sport, the opening of the exhaust bypass valves is managed
in the following way:
In Auto Sport the valves open depending on the engine speed and the accelerator
pedal angle.
MSP
Maserati vehicles are equipped with the MSP (Maserati Stability Program) stability
control system, which incorporates all the various individual control systems: ABS,
EBD, ASR and MSR. It includes a model which provides an extremely accurate
forecast of the car's behaviour and can therefore predict when the driver is about to
lose control of the car.
Deactivating the MSP:
Deactivates ASR (traction control)
Deactivates stability control
Deactivates MSR
DOES NOT deactivate the ABS and EBD system
ESC
The Maserati GranTurismo MC Stradale is equipped with the ESC (Electronic
Stability Control) anti-yaw control system, which incorporates all the various
individual control systems: ABS, EBD, ASR and MSR. This system controls all the car's
dynamic functions relating to braking, cornering stability and traction control.
Deactivating it has the same effects as the MSP OFF setting.
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Automatic Gearbox
A number of important precautions are required to ensure that the automatic gearbox
system operates correctly over a long working life:
1. Do not push the rpm too high until the gearbox oil has heated to the operating
temperature, and especially not at very low temperatures. There is the risk of
irreparable damage to the torque converter.
2. Do not engage the parking lever P until the car is at a standstill; otherwise, this
may damage the parking lever inside the gearbox.
3. Do not rev the engine to high rpm in neutral and then engage a gear: the kick-back
on the hydraulic system might damage the solenoid valves.
4. Do not keep the engine at high revs and at the same time hold down the brake
pedal with a gear engaged for a racing start. This may damage the gearbox's
internal components.
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Acoustic signals
Vehicles with Automatic gearbox:
1. If you turn off the engine with the gearshift lever in a position different from P, an
acoustic signal will sound for a few seconds.
2. If you open the drivers door with the gearshift lever in a position different from P, an
acoustic signal will sound for a few seconds.
3. With the lever in R, the system emits an acoustic signal for a few seconds to warn
anyone in the vicinity that you are about to reverse.
Vehicles with Robotized gearbox:
1. In case of clutch overheating, a sound signal accompanies the warning indicator on
the instrument panel.
2. When selecting reverse gear, the system emits a beep for a few seconds.
3. When a gear is engaged, and the drivers door and/or the vehicles bonnet is
opened, the system emits an acoustic signal to inform the driver that the gear is
disengaged.
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The system has been designed to assure comfort in all possible weather conditions.
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1. Engine oil
2. Engine coolant
3. Windscreen washer fluid
4. Brake fluid
5. Power steering fluid
N.B.: Do not take the cap off the tank when the engine
is very hot: risk of burns.
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1. Engine oil
2. Engine coolant
3. Windscreen washer fluid
4. Brake fluid
5. Power steering fluid
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Forward STOP
Backward STOP
Forward STOP
Backward STOP
Tilt the seatback fully forward and wait until the seat performs two complete travels
(forward and backward)
Move the seatback to its normal upright position
ATTENTION: Whenever the battery is reconnected, before starting the engine wait for
at least 30 seconds with the ignition key on MAR to allow the electronic system to
perform the self-learning routine.
Battery charge maintainer for lengthy vehicle storage
If the car is to be out of use for some time, a battery charge maintainer can be used to
prevent the battery from running down and leading to loss of all the self-learning data
from the electronic systems. It can be simply connected to the car battery and an
ordinary power socket and left connected for several months, without any risk of
damage to the car. It keeps the charge level constant between 95% and 100% of
capacity, increasing the battery's life cycle.
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Remove the cap on the right-hand side of the EPB control unit.
Insert the special tool into place.
Turn the handle clockwise until the system is fully unlocked.
Remove the tool from its seat and replace the cap.
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Shift-Unlock
In the event of a battery failure, move the gearshift lever from P to another position
before moving the vehicle. To do this, follow the emergency procedure described
below:
1. Remove the covering plate H in front of the gearshift lever.
2. Using a small tool, push on the gearshift lever locking mechanism through the hole.
3. At the same time slightly shift the gearshift lever towards the N position, in order to
free the lever locking mechanism.
4. Remove the small tool from the hole, being careful not to move the gearshift lever.
5. Shift the lever fully into N.
6. Close the hole using the covering plate H.
While moving the gearshift lever, remember to press the button on the lever.
WARNING: Work extremely carefully so as not to damage the trim panels.
Another possibility to move the gearshift lever from P to another position is to power
the vehicles electrical system by using a jump pack connected to the main cable of
engine fuse board. The fuse board is located on the passenger side of the engine bay.
Remove the cover A and the top of the fuse box, connect the positive of a booster on
the joint indicated in the red circle, the negative to a good earth elsewhere in the
engine compartment. In this way its possible to have a temporary power supply and
move the gearshift lever.
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WARNING: Never use a battery charger for emergency starting under any
circumstances: this could damage the electronic systems and in particular the ECUs
that control ignition and fuel supply functions.
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4. Wait until the number of flashes is equal to the first digit of your CODE CARD, then
push and hold down the accelerator pedal until the EOBD warning light goes off,
after about 4 seconds, then release the accelerator pedal.
5. The EOBD warning light starts flashing again. As soon as the displayed number of
flashing is equal to the second digit of your CODE CARD, press down the
accelerator pedal and hold it.
6. Proceed in the same manner for the remaining digits in the code on the CODE
CARD.
7. When the last digit has been entered, hold the accelerator pedal pushed down. The
EOBD warning light comes on for 4 seconds and then goes off; you can now
release the accelerator pedal.
8. When the EOBD warning light flashes fast (for about 4 seconds) it confirms that the
procedure has been performed correctly.
9. Start the engine by turning the key from position MAR to position AVV. If the EOBD
warning light remains on, turn the key to STOP and repeat the procedure from step
1.
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If possible, have the vehicle transported on a vehicle equipped with loading platform
and specific for roadside assistance and recovery. If this is not possible:
Tow the vehicle for a distance of less than 100 km (62 mi) at a speed below 60
Km/h (37 mph).
Tow the vehicle using the towing hook found in the toolkit. Screw the towing hook down
tightly in its seat, on the lower, right-hand side of the front bumper. In order to tow the
vehicle, turn the key to MAR and engage Neutral by shifting the gearshift lever to N.
Should the EPB be applied, it must be disengaged first.
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CAUTION
Make sure all side windows are lowered before executing the
procedure.
Closing procedure:
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Inertia switch
For resetting the switch turn the ignition key to position STOP. Check that there is no
leakage from the fuel system. If no leaks are found, reset the inertia switch which stops
the fuel pump operation, by pressing button A on the switch.
Turn the ignition key to position MAR, wait a few seconds and move it to ACC. Check
that the warning light on the display is off. Check once again that there are no fuel
leaks.
TPMS Calibration
Old version type (all vehicles up to MY10 included)
To calibrate the system, press and hold button A, located on the inside roof, for a time
ranging between 4 and 10 seconds. The system takes a maximum of 20 minutes to
complete the calibration procedure with the vehicle in motion. A green symbol will
appear on the display together with the message Calibration activated. If the user
recalls the information page showing the pressure levels of each tyre, dashes . will
be viewed in the place of the values.
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Fuse boxes
The fuses/relays are located in various parts of the vehicle, namely:
1. In the engine bay, at passengers side of the vehicle.
All models
GranTurismo and
GranCabrio model range
Quattroporte
3. In the luggage compartment next to the battery, in the spare wheel housing.
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Warning lights
Indicators and warning lights within the gauges
Rear fog lights
Passenger airbag
OFF warning light
Immobilizer
ABS failure
warning light
Position lights/
Low beams
Low
brake fluid level
High beams
Parking brake
applied
Tyre pressure
Parking lights
Parking brake
failure
Seat belts
not buckled
Alternator /battery
failure
Airbag system
failure
Right-hand
Direction indicators
Gearbox failure
Automatic (*)
Left-hand
Direction indicators
Fog lights
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Cruise Control
Ice hazard
Vehicle set to
SPORT mode
Seat heating
Deactivation of EPB
automatic operating mode
Scheduled
maintenance
Automatic gearbox
Mode selected
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AQS
ASIS
ASR
Assembly number
Anti-lock Braking System. ABS prevents the wheels from locking during braking
and thus to maintain the steering capability, ABS is especially useful in low grip
circumstances.
Air Quality Sensor. AQS is a dedicated sensor that measures air pollution in order
to close the recirculation flap of the vehicles ventilation system when high
pollution levels are detected. Used on Quattroporte only.
Adaptive Shift Strategy. ASIS is a specific strategy of the automatic gearbox that
constantly monitors the driving style in order to automatically adapt the gearbox
shift strategy to the driver's preferences.
Anti Slip Regulation. ASR is often called traction control. It ensures the vehicle's
stability by preventing the driven wheels from spinning during acceleration.
This is the sequential number of vehicle assembly on the production line. Also
referred to as 'Spare parts number' or 'Number for spare parts'.
Automatic gearbox A gearbox that can automatically change gear ratios as the vehicle moves. This
unit typically has a torque converter, planetary/epicyclic gear sets, wet clutches
and bands.
AWS
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Centre of gravity
The center of gravity refers to the mean location of the gravitational force acting
on a body. Engineers try to design a sports car's center of mass as low as possible
to make the car handle better. Barycenter or barycentre may also refer to the
center of mass.
Differential
A differential allows each of the driving road wheels to rotate at different speeds,
while for most vehicles supplying equal torque to each of them (Open Diff).
displacement is the volume swept by all the pistons inside the cylinders of an
internal combustion engine in a single movement from top dead centre (TDC) to
bottom dead centre (BDC). It is commonly specified in cubic centimeters (cc),
litres (l), or (mainly in North America) cubic inches (CID).
Displacement /
Capacity
Drive by wire
Refers to the electronic throttle control system. The accelerator pedal is not
mechanically connected to the throttle by a cable or linkage. The accelerator
pedal is instead an electronic sensor that provides input to the engine
management ECU.
Dry sump
Dry sump is a lubricating motor oil management method for internal combustion
engines that uses external pumps and a secondary oil reservoir. Dry sump
technology is mainly used in race cars because of it's capacity to guarantee
lubrication in extreme circumstances
Duoselect
Commercial name for the robotized transmission used in the Quattroporte model
EBD
Electronic brake force distribution distributes the brake force between the front
and the rear axle.
On-Board Diagnostics, or OBD, in an automotive context, is a generic term
referring to a vehicle's self-diagnostic and reporting capability. EOBD = European
On Board Diagnostics, OBD II = 2nd generation North American On Board
Diagnostics
EOBD
ESP
Florence
Fiat Luxury car ORiented Network Control Electronics - The multiplex computer
communication network used in Maserati vehicles
Hydraulic Brake Assist increases the braking pressure when the brake pedal is
depressed fast but with insufficient force to reduce braking distances.
HBA
HID
Hill Holder
HVAC
Kisspoint
The kiss point is the actual thrust bearing position at the moment of clutch
engaging, also referred to as PIS.
Lambda
Lambda () is the ratio of actual AFR (Air/Fuel Ratio) to stoichiometry for a given
mixture. Lambda of 1.0 is at stoichiometry
Most practical AFR (Air/Fuel Ratio)devices actually measure the amount of
residual oxygen (for lean mixes) or unburned hydrocarbons (for rich mixtures) in
the exhaust gas. Also referred to as Oxygen sensor.
Lambda sensor
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LRD
Maserati Diagnosi
MC-Shift
MC-Race
MMS
Motronic
MSP
Multiplex
NIT
OBD
Oversteer
PAS
PIS
Power
Proxi
Robotized gearbox
ROPS
RSE
Run flat
Skyhook
In a Limited Slip Differential, if one wheel slips, torque is transferred to the wheel
with most grip through a multi-disc clutch generating friction inside the
differential. A limited slip differential offers superior traction over a traditional
differential ('open diff').
Low Risk Deployment airbag. A new-generation passenger-side airbag system
that uses an intelligent technology. LRD allows the elimination of AWS.
The latest Maserati diagnostic system consisting of a Laptop, and Vehicle
Communication Interface (MDVCI), and Vehicle Measurement Module (MDVMM
/ PICO Scope).
Fast gearshift strategy of the Robotized transmission of the GranTurismo S
model, reduces gearshift times to 100ms.
2nd generation fast gearshift strategy of the robotized transmission, used in the
GranTurismo MC Stradale model. Reduces gearshift times to 60ms.
Maserati Multimedia System, commercial name for the NIT.
The Bosch term for the engine management ECU used in Maserati vehicles.
Maserati Stability Program. It controls each individual wheel to ensure vehicle
stability in all driving conditions.
A group of multiple (Multiplexed) networks connected together to share data.
Nodo InfoTainment, the infotelematics node - commonly referred to as the
Maserati Multimedia System or MMS.
On-Board Diagnostics, or OBD (See EOBD).
The tendency of an automobile to steer sharper into a turn than the driver
intends sometimes with a thrusting of the rear to the outside. In extreme cases
oversteer can lead to a spin.
Power Assisted Steering - Power Steering
PIS (Punto Incipiente Slittamento or slip beginning point) is a parameter that
defines the nominal value of the clutch engagement point in the gearbox control
module (NCR). See Kisspoint.
Power is a measure of how quickly you can produce torque. Usually expressed in
kW or HP. Power = Torque/Time
Proxi can best be described as the DNA of the vehicle. It is a file which contains
information on how a vehicle is configured and is specific for each different
vehicle. The Proxi file defines the actual content of the vehicle. It is stored inside
the Body Computer.
The robotized gearbox control system is composed of an electro-hydraulic servo
system which manages the gearshift and clutch operation.
rollover protection system (ROPS) consisting of an active roll bar.
Rear Seat Entertainment system, contains an analogue TV receiver and DVD
player (Factory Installed)
A type of tire designed to operate safely after loosing air pressure
The semi active suspension system installed as an option on Maserati vehicles.
This system simulates the presence of a skyhook damper to control sprung
weight by continuously varying control of the dampers(shocks).
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Torque
Torque converter
TPMS
Transaxle
Understeer
VIN
VVT
Wet sump
Wheel alignment
Soft + Fast gearshift strategy. The different Sofast generations refer to the
various levels of Robotized gearbox system evolution (software and hardware).
The distance a piston travels in the cylinder from top to bottom. Together with
the bore and the number of cylinders it defines the total capacity of an engine.
Traction Control System. Used to control wheel slip during acceleration, Maserati
term - ASR
The actuator for the hydraulically controlled valve timing system of an engine.
See VVT.
Toe refers to the parallelism between the wheels as viewed from above and is
usually measured in inches or millimeters. Toe in & toe out has an important
impact on steering and handling characteristics, as well as on tire wear. It is an
important element of the wheel geometry.
Torque is Force x Distance, usually measures in Lb Ft of Nm. Torque is also
referred to as 'Work'.
A device usually located between the engine and the automatic gearbox. This is
the fluid coupling that allows a vehicle equipped with and automatic to idle in
gear. The torque converter also multiplies torque at low vehicle speeds.
Tire Pressure Monitoring System. A system that monitors tire pressures and
alerts the driver if pressure falls below a certain threshold.
A combined gearbox and final drive unit, or a combined transmission and axle. In
the case of Maserati it indicates the layout of the engine at the front and the
gearbox together with the differential at the rear of the vehicle.
A clutch is a mechanical device which provides for the transmission of power
(and therefore usually motion) from one component (the driving member or
engine) to another (the driven member or transmission). A twin plate clutch has
2 friction discs to allow more torque to be transmitted and yet have a small
diameter for high RPM capability.
Understeer is what occurs when a car steers less than the amount commanded
by the driver. The opposite of oversteer.
Vehicle Identification Number. The VIN can be found at the bottom of the front
windscreen and indicates a factory created vehicle specification code followed by
a serial number
Variable Valve Timing. A system to allow engine valve timing to be varied
dynamically while the engine is running. An engine with VVT usually has a
broader operating range.
Wet sump is a lubricating motor oil management method for internal combustion
engines that uses an internal pump and a sump or oil pan attached to the bottom
of the engine.
Procedure of correcting or adjusting the wheel geometry to specifications.
Wheel geometry
Refers to the geometrical relationship of the wheels to the vehicle itself, to each
other and to the road. Wheel geometry affects handling, steering and tyre wear.
Xenon
Maserati Academy
148
Maserati Academy
149