I acquired it in the second season, but I forgot about it. Visually, it owed more to the Maserati Ghibli than the Maserati Indy, with the same form of squashed fastback roof and long hood. However, the sharply pointed nose and crisp contouring had been fairly distinctive. The Maserati Khamsin, named after the hot violent wind of the Egyptian desert, bowed at the 1972 Turin show and again at Paris ’73 but didn’t go on sale until 1974. Maserati’s traditional front-engine GT wanted freshening again by the early 1970s. The outcome was a brand new mannequin effectively changing each Maserati Indy and, in truth, if not the spirit, the Maserati Ghibli. Finally, it was the first front-engine Maserati to bear the unique engineering stamp of Citroën, which then controlled the Italian concern.
The rear suspension was now a first for a front-engine Maser, with coil-and-double-wishbone geometry as on the midship Bora/Merak matching that on the entrance. Second, it was the primary Maserati shaped by Bertone, with Marcello Gandini of Lamborghini fame doing the honors. As he had on Lamborghini’s Espada, Gandini penciled in a glass panel between the taillamps, and it was as useful on this low-rider. Rack-and-pinion steering was another departure, as was the usage of Citroën high-pressure hydraulics to power both steering and the all-disc brakes. The brakes were as touchy and easy to lock up with a shade of an excessive amount of pedal stress. 1975, the place the car could have bought significantly better than it did, hardly helped. The Khamsin was a departure for Maserati as the mid-engine Bora and Merak.
The Maserati Khamsin was as slippery as earlier Maseratis, for high velocity ranged from 140 to 160 mph depending on transmission and engine tune. Following Indy precedent, the Maserati Khamsin employed a unitized steel structure supplied by Bertone. chichlive The latter was exemplified by the hydraulically powered steering and brakes, each of which took much following for clean driving. As on Citroën’s SM, the steering would self-heart even with the car at relaxation, was fingertip mild, and lightning quick at a mere 2.0 turns lock-to-lock. Handling, by contrast, was straightforward to get used to and balance due to the close to even fore/aft weight distribution. And finally, the violence often seems to be thrilling and even glamorous. But lower than flat out, it was a curious combination of the standard and futuristic.