TTL Manual en Final

Training Documentation for Maserati Dealer Network

Technical Training Light

Technical Introduction Training for Non-Technical

Maserati Dealership Staff

May 2011

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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

Maserati‟s 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 2

• Index 3

• Maserati History and Heritage 4

• Introduction to Technical Concepts 44

• Technical Benchmarking 85

• Vehicle Functionality Overview 103

• Emergency and Service related Guidelines 126

• Maserati Technical Dictionary 144

Maserati Academy

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.

The Maserati Academy team, from left to right:

Nevill, Dave, Shawn, Cristian & Hans

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History and Heritage


Historic Overview of Maserati 5

Maserati Milestones 17

Maserati Road Cars 20

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Hystoric Overview of Maserati

The Maserati Brothers

The Maserati brothers, seven male sons, were all born in a small house on the

outskirts of Voghera, in the province of Pavia, where their father, Rodolfo, a railway

engine driver, had moved from Piacenza after marrying Carolina Losi. Carlo, the eldest

son, was born in 1881, Bindo in 1883, Alfieri in 1885: the latter died after only a few

months and his name was given to the next son, born in 1887. Then Mario (1890),

Ettore (1894) and Ernesto (1898) were born.

With the exception of Mario, who turned his creative vocation towards painting, they all

became involved in engineering, in modification and later in design and construction of

automobiles and engines.

The initial experiences were gained by Carlo Maserati.

Carlo the oldest son, who as a very young apprentice in a bicycle factory at Affori, near

Milan, designed a monocylindrical engine in 1898 to power a velocipede. He even

found a patron, the Marquis Michele Carcano di Anzano del Parco who, together with

his son Cesare, started a factory for the production of bicycle engines in the same

year.


“Officine Alfieri

Maserati”,

Maserati’s 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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The 14th of December, 1914, was a normal Monday just like

any other. Italy, the only "great power" of Europe not to have

been overwhelmed by what was to pass into history as the

First World War, was half way through the ten illusory months

which separated its short-lived proclamation of neutrality

(August 2nd , 1914) from its fatal entry into the conflict on

May 24th of the following year.

These were certainly not propitious times for any sort of

business initiative, except perhaps for arms and munitions

factories. Nevertheless, on that cold winter's day towards the

end of the year, the "Societa Anonima Officine Alfieri

Maserati" was born in Bologna at a ground floor office rented

in Via de' Pepoli. A "trademark" was about to be added to the

list of those which "had made" the history of the automobile.

1914-1937: The first Maserati


The Neptune statue on

the Piazza Maggiore

(main square) of

Bologna provided the

inspiration for

Maserati’s famous

trident logo.

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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 Susa-

Moncenisio 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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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.

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.


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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.

After that the wins came thick and fast. In

1929 Maserati won the Tripoli Grand Prix

(Borzacchini-E. Maserati) and the Mille

Miglia (overall winner). In the same year,

Borzacchini set a new 3-5 litre world speed

record in a Maserati Tipo V4, an

extraordinary car with a V16 engine made

by coupling together two Tipo 26 engine

blocks. The Maserati's average speed of

246 km/h was achieved from a propelled

start on a 10 km track near Cremona and

was not beaten until eight years later.

It was a performance that did a lot for the

Maserati image and sales figures.

In 1933, Tazio Nuvolari appeared on the scene,

driving the 8C to victory in the Belgian Grand

Prix, the Coppa Ciano at Montenero and the

Nice Grand Prix


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The Maserati V4: The world’s first supercar

In 1929, a sensational new vehicle was presented by Maserati: the

outrageous 16-cylinder V4 race car.

The engine of this car was created by coupling two Tipo 26B 8-

cylinder compressor engines together in an angle of 25°. Both

engines shared the same basement and the carburettors were

designed especially for this car by Eduardo Weber.

Similar projects came also into existence by Fiat and Bugatti, and

later also by Alfa Romeo, but Maserati‟s V4 project was

courageous and innovative by every standard. With its more than

280 hp, power output was almost double compared the Tipo 26B.

This car had excellent potential as a race car, but tyres and brakes

of the time were not able to hold against the power.

In September 1929, The V4 won the world land speed record by

achieving an average speed of 246,500 km/h over a 10 km straight

(non-asphalted!) near Cremona. This record was beaten only 8

years later by Bernd Rosemeyer in an Auto Union.

Only two of these spectacular V4 cars were ever made. One of

them received in 1931 an elegant new spider body from Zagato

adapted for road use and was finished in a stylish two-tone green

colour. By doing so the world‟s first supercar was born before the

word was even invented.


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The Orsi years: 1937-1967

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.

Omar Orsi with

chief engineer

Giulio Alfieri and

test driver

Guerino Bertocchi


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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 3-

litre V12 power unit used on the Cooper Maserati Formula 1 car in 1965-67.


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1967-1975: the Citroën Era

In 1968, the Orsi family sold Maserati to Citroën which was primarily interested in

acquiring its engine know-how. Indeed a 6-cylinder Maserati engine was used on the

Citroën SM coupé. Under the new management and in total contrast with Maserati's

traditional insistence on a front-mounted engine, the firm also produced two centre-

engined models: the Bora (1971-79) with a 90° V8 engine and the Merak (1972-83)

with a 90° V6 power unit, both of them with Italdesign bodies. Citroën also introduced a

new version of the Quattroporte with SM mechanicals and front wheel drive! Very few

were ever produced and the model was never homologated.

1973 saw the debut of the Khamsin, a sharply cut streamlined coupé with a Bertone

body. In the same year, though, Maserati sales were badly hit by the oil crisis and

Citroën pulled out.


The Citroen SM luxury coupe used a new

V6 engine designed and built by Maserati.

This engine made it the worlds fastest front

wheel drive car of its days.

The Maserati Merak model

borrowed many components

from parent company Citroen,

like the hydraulic system for

power steering, brakes and

seat adjustment.

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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 Biturbo‟s

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.

1975-1993: the De Tomaso years

In 1975, the effects of the oil crisis forced Citroën to draw

in its horns, which meant abandoning Maserati which was

then sold to Alejandro De Tomaso‟s GEPI. Under its

management, the firm produced a 2000 cc version of the

Merak and in 1976 it launched a new version of the

Quattroporte. This went on to become the best selling

Maserati of all time. The Quattroporte was also famous for

being the vehicle of choice for successive Italian

presidents.


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1993 onwards: under Fiat’s wings

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 coupé 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.


Maserati today is a modern and fast growing specialist car

manufacturer with representations worldwide. After having

gone through a technological revolution under the Ferrari

administration from 1997 till 2005, the Maserati ownership

has been transferred from Ferrari S.p.A. to Fiat

Partecipazioni S.p.A.

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The first Maserati, Tipo 26, made its debut by

winning its class at the Targa Florio of 1926.

Alfieri Maserati was at the wheel.

Maserati Milestones

Maserati breaks the world land speed record in

1929 with the mighty V4.

Maserati 8CM engine powers the world water

speed record in 1933 on the Garda lake.

The Maserati breaks the world speed record again in

1934 with the 4CM (1100cc class).

Maserati fills the complete podium (victory, 2nd

and 3rd place) of the famous Targa Florio road

race for four consecutive years: 1937, 1938, 1939

& 1940.

Maserati wins the Indianapolis 500 miles race for two

consecutive years (1939 and 1940) with Wilbur Shaw at

the wheel of the 8CTF.


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The Quattroporte of 1963 was named the fastest

saloon car in the world.

Maserati wins the 1957 Formula 1 world

championship with Juan Manuel Fangio at the

wheel of the legendary 250F

The 3500 GTI introduced in 1957 important

innovations such as twin-plug ignition system,

fuel injection and disc brakes.

Maserati introduces the world’s first twin-turbo engine on

the Biturbo model in 1981.

The same Biturbo model introduces the

Torsen limited slip differential for the first

time on a road car.

During the early 1990’s the Maserati Racing, and little

later also the Ghibli and Ghibli Cup, were the world’s

most powerful 2-litre road cars.


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The mighty MC12 has proven to be the world’s

most successful GT race car in the 2004-2010 era

with a total of 14 championship titles over these

years and three important victories in the Spa 24

hours race (2005, 2006 & 2008).

Maserati stunned the world in 1998 with the gorgeous

3200GT, which introduced the world’s first tail lights

using led technology.

Maserati reinvented the luxury sports saloon with

the launch of the 2003 Quattroporte. This car is

worldwide renowned for its styling and set a new

benchmark for performance and handling in the

luxury car segment for the next decade. The

Quattroporte has won over 50 international and

national awards since its introduction, and has

proven to be Maserati’s most successful

production car ever.


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Maserati Road Cars

1500 Gran Turismo (A6)

Model code: A6

Years of production: 1946-1950

Numbers produced: 61

Engine: 6 cylinder, 1500cc, 65 hp

2000 Gran Turismo (A6G)

Model code: A6G




It was already in 1941 that the decision was made for the development of a GT car, but

the first examples of Maserati‟s 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. Coupé 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 didn‟t favour its sales. Only 16 pieces

were produced.


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2000 Gran Turismo (A6G54)

Model code: A6G54




A6GCS Berlinetta Pinin Farina

Model code: A6GCS


Numbers produced: 4


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. Coupé and spyder bodies were made by Frua, Zagato

and Allemano.


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3500 GT & GTI

3500 GT & GTI Spyder

Model code: AM 101


Numbers produced: 1983 (all versions)

Engine: 6 cylinder, 3.5L, 220 & 235 hp

Model code: AM 101



Engine: 6 cylinder, 3.5L, 220 & 235 hp

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 coupé, 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

Sebring

Model code: AM 103



Engine: 90° V8, 5.0L, 325 & 340 hp

Model code: AM 101



Engine: 6 cylinder; 3.5L, 3,7L & 4.0L; 220-265 hp

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.

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

Mistral & Mistral Spyder

Model code: AM 107



Engine: 90° V8, 4.1L & 4.7L, 260 & 290 hp

Model code: AM 109



Engine: 6 cylinder; 3.5L, 3,7L & 4.0L; 220-

265 hp

In the early 1960‟s, 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 Maserati‟s 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 didn‟t 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

Ghibli & Ghibli Spyder

Model code: AM 112



Engine: 90° V8, 4.1L & 4.7L, 290 & 300 hp

Model code: AM 115



Engine: 90° V8, 4.7L & 4.9L, 340 & 330 hp

After the 5000 GT and the Quattroporte, the Mexico is Maserati‟s 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 Giugiaro‟s 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

Bora

Model code: AM 116



Engine: 90° V8; 4.1L, 4.7L & 4.9L; 260, 290 & 300 hp

Model code: AM 117



Engine: 90° V8, 4.7L & 4.9L, 310 & 320 hp

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 Citroën, who was the new owner of

Maserati.

The Bora was a milestone in Maserati‟s 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 Citroën 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 Citroën‟s complex

hydraulic system, which was used for the brakes, the opening of the headlights, the

adjustment for the driver‟s seat and the pedals. Sales of the Bora suffered from the oil-

crisis in the mid-seventies, while racing plans were crossed due to homologation

problems.


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Merak, Merak SS & Merak 2000

Khamsin

Model code: AM 120



Engine: 90° V8, 4.9L, 320 hp

Model code: AM 122



Engine: 90° V6; 3.0L & 2.0L; 190, 208 & 170 hp

The Merak was Maserati‟s 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 Citroën. 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 Citroën 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.

The Khamsin was a remarkable vehicle, it was not only the last work of Giulio Alfieri as

head of Maserati‟s engineering department, it was also Maserati‟s first series-

production car to be designed by Bertone. The result was a streamlined, wedge-

shaped 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 Citroën and not appreciated by everyone equally.

The Kamshin‟s 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 1990‟s.


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Quattroporte II

Kyalami

Model code: AM 123



Engine: 90° V6, 3.0L, 210 hp

Model code: AM 129



Engine: 90° V8, 4.1L & 4.9L, 255 & 280 hp

The second generation of the Quattroporte conceals one of the obscurest periods in

Maserati‟s history. The car has been developed under Citroën‟s ownership and was

technically identical to the Citroën SM, included its front wheel drive and hydro-

pneumatic 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 Citroën 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.

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 Tomaso‟s own Longchamp model, but the Ford-Cleveland

V8 has been removed in favour of Maserati‟s 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 Maserati-

engined Cooper Formula 1 cars scored an important win almost ten years earlier.


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Quattroporte III

Biturbo

Model code: AM 330



Engine: 90° V8; 4.1L & 4.9L; 255, 280 & 300 hp

Model code: AM 331



Engine: 90° V6 twin turbo 18v, 2.0L, 180-223 hp

The third generation of the Maserati luxury saloon was meant to make up for the

Quattroporte II fiasco. Alejandro de Tomaso, who disliked Citroën, discarded all Citroën

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.

When the Biturbo was presented in December 1981, a new era started for Maserati.

Alejandro de Tomaso‟s plan to resolve Maserati‟s 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 4-door models (all versions)

Biturbo 2500

Model code: AM 332



Engine: 90° V6 twin turbo 18v;

2.0L, 2.5L & 2.8L; 200-248 hp;

90° V6 twin turbo 24v, 2.0L & 2.8L, 245 & 279 hp

Model code: AM 331


Numbers produced: circa 6500

Engine: 90° V6 twin turbo 18v,

2.5L, 189-196 hp

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 didn‟t 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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228

Biturbo Spyder (all versions)

Model code: AM 334



Engine: 90° V6 twin turbo 18v, 2.8L, 255 hp

Model code: AM 333



Engine: 90° V6 twin turbo 18v; 2.0L, 2.5L & 2.8L;

180-224 hp; 90° V6 twin turbo 24v, 2.0L, 241 hp

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 hand-

stitched leather seats. ABS was available on request. This model was in 1991 followed

by the 222.4v.

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.


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Karif

222 & 2.24v

Model code: AM 339



Engine: 90° V6 twin turbo 18v, 2.8L, 248-224 hp

Model code: AM 331

Years of production: 1988-1992 and 1989-1992

Numbers produced: 1156 & 1147

Engine: 90° V6 twin turbo 18v, 2.0L, 223 hp;

90° V6 twin turbo 24v, 2.0L, 245 hp

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.

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 spyder‟s floorplan had a positive effect on the Karif‟s 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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Racing

Model code: AM 331




Shamal

Model code: AM 339



Engine: 90° V8 twin turbo 32v, 3.2L, 322 & 326 hp

The Maserati Racing was presented in December 1990, at Maserati‟s 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.

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 Shamal‟s 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.


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Barchetta

Model code: THB CMM




222 SR & 222.4v

Model code: AM 331


Numbers produced: 220 & 130

Engine: 90° V6 twin turbo 18v, 2.8L, 224 hp;

90° V6 twin turbo 24v, 2.8L, 279 hp

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.

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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Quattroporte IV

Model code: AM 337



Engine: 90° V6 twin turbo 24v, 2.0L & 2.8L, 287 &

284 hp; 90° V8 twin turbo 32v, 3.2L, 335 hp

Ghibli (2nd generation)

Model code: AM 336



Engine: 90° V6 twin turbo 24v; 2.0L & 2.8L;

306, 281 & 330 hp

For the latest descendant of the Biturbo family tree, the name of one of the greatest

Maserati Gran Turismo cars of the 1960‟s 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.

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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3200 GT

Quattroporte Evoluzione

Model code: AM 337



Engine: 90° V6 twin turbo 24v, 2.0L & 2.8L, 287 &

284 hp; 90° V8 twin turbo 32v, 3.2L, 335 hp

Model code: AA 338



Engine: 90° V8 twin turbo 32v, 3.2L, 370hp

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 Quattroporte‟s components were redesigned in order to

improve quality. The result was presented in 1998. These revised Quattroporte‟s can

be recognised by the “Evoluzione” label on the front wings.

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 Maserati‟s 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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Spyder GT & Spyder Cambiocorsa

Coupé GT & Coupé Cambiocorsa

Model code: M138



Engine: 90° V8 dry sump, 4.2L, 390 hp

Model code: M138


Numbers produced:


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, normally-

aspirated 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

Coupé 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 coupé model to

undergo the same technical transformation. The result was presented to the public at

the Detroit motor show in January 2002. The Coupé adopted the elegant Giugiaro-

designed 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 Coupé 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 electro-

hydraulic 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)

GranSport & GranSport Spyder

Model code: M139


Numbers produced:


Model code: M138


Numbers produced: ??? + 472 Spyder


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 Coupé 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.

While the Quattroporte IV was a compact sports sedan, the fifth generation

Quattroporte marked Maserati‟s 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.


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MC12 Stradale

Quattroporte Automatic

Model code: M144


Numbers produced: ± 50


Model code: M139


Numbers produced:

Engine: 90° V8 wet sump, 4.2L, 400 hp

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 Maserati‟s 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.

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.


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GranTurismo

GranTurismo S

Model code: M145

Start of production: 2008


Model code: M145



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

Coupé/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 Maserati‟s great tradition in the creation of elegant and sporty grand

touring cars.

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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Quattroporte & Quattroporte S (Restyling)

Model code: M139


Engine: 90° V8 wet sump, 4.2L &

4.7L, 400hp & 430hp

Five years after its launch and with more than 15.000 vehicles produced, Maserati‟s

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 six-

speed transmission only.

Quattroporte Sport GT S (Restyling)

Model code: M139



“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

Model code: M145



Model code: M145



The GranTurismo S Automatic forms the logical completion of Maserati‟s GranTurismo

range. This model, which was presented during the 2009 Geneva motor show, benefits

the performance of the more powerful 4.7L engine combined with the superior driving

comfort of the ZF 6-speed automatic transmission. While its style is undoubtedly less

aggressive than the version with a mechanical, robotized transmission, the

GranTurismo S Automatic can be recognized by its new 20” wheels and subtle profiling

of the side sills.

The GranCabrio, presented at the Frankfurt motor show of 2009, is Maserati‟s first real

four-seater convertible in the history of the brand. This model can be seen as the

Trident‟s 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

GranCabrio Sport

Model code: M145



Model code: M145



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.

One year after it‟s 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 performance-

focused 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

Vehicle Lay-Out 45

Engine

• What is an engine 46

• The 4-stroke principle 47

• Torque and Horsepower 47

• Dry Sump Engine 50

• Wet Sump Engine 52

• Variable Valve Timing (VVT) 54

• Catalytic converter 55

Robotized Transmission 56

Automatic Transmission 65

Limited Slip Differential 68

Braking System 70

Braking System – MSP 72

Tyre Pressure Monitoring System 74

Suspension – Skyhook 75

Passive Safety Systems 77

Florence Electronic Vehicle Architecture 82

Vehicle Diagnostics 84

Introduction to Technical Concepts

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Vehicle Lay-Out

47 %

51 % 49 %

53 %

Automatic transmission:

Robotized transmission:

Technical Concepts

A complete driveline group (included

engine, gearbox, drive shafts and wheel

suspensions) is waiting in the factory to be

united with a vehicle’s body. This step in the

assembly process of a Maserati is internally

called “the marriage”.

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:

A carefully balanced weight distribution is a fundamental characteristic of every

Maserati. This feature is derived from Maserati‟s racing heritage.

• 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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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.

• 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.

Technical Concepts

90°

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Crankshaft

Piston

Intake

valve

Camshafts

Exhaust valve

Connecting

rod

The 4-stroke principle:

1. Intake stroke: the piston goes down, the

intake valve is open and fresh air /fuel

mixture is aspirated.

2. Compression stroke: all valves are

closed, the piston goes up and

compresses the mixture.

3. Work stroke: a spark from the spark plug

ignites the compressed mixture. The

strong increase in pressure pushes the

piston down to deliver power.

4. Exhaust stroke: the piston goes up and

the exhaust valve opens. The burned

mixture is pushed out of the engine as

exhaust gas.

Technical Concepts

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 lever‟s 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.

Horsepower and Torque

Torque = Force x Distance

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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.

Technical Concepts

Force x Distance

Time Power =

Power and torque curves

The performances an engine is capable of are defined by its power and torque curves.

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).

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.

A

B

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Technical Concepts

F

L

When pedalling a bicycle, the obtained torque is the

force (F) we apply on the pedal multiplied by the length

of the lever arm (L).

If we multiply this result with the pedalling speed we

know the obtained power (example, Lance Armstrong’s

maximum measured power is 495 Watts or 0.66hp).

A slow spinning diesel engine, like this Iveco-unit

driving a generator, produces high torque and

relatively low horsepower.

What gives an engine high torque?

Engine torque is more or less directly related to engine capacity (cylinder

displacement). Other factors like an efficient intake and exhaust system, an efficient

fuel combustion and low internal friction play an important role as well.

What gives an engine high power?

The capacity to produce the above described at a high engine speed. To this end it is

of the highest importance that its internal components like pistons, connecting rods,

crankshaft, etc. are not only very strong but also light and well balanced. This depends

very much on the engine design.

A race engine, like this classic Maserati Formula 1 engine

of the 250F, produces a high specific power output since it

is designed for high rpm.

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Dry Sump Engine

Main characteristics:

• 4.2L all-alloy 90° V8

• 4 camshafts, 32 valves

• Variable valve timing (VVT) on the intake camshafts

• 90° crankshaft for smooth running

• Nicasil technology for cylinder liners

• Dry sump lubrication system

• Competition pedigree

• 7500 RPM Redline

• Compact and light weight

• High specific power and torque figures

Dry sump lubrication system:

• Derived from aircraft and racing technology.

• 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).

• Ensures efficient lubrication in extreme high acceleration, braking, and cornering

conditions.

The 4.2L Dry Sump engines are used in the Coupé, Spyder ,

GranSport and Quattroporte Duoselect models

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1. Remote engine oil tank

2. Oil/water heat exchanger (Oil Cooler)

3. Chain driven water/oil pump group

4. Oil filter

5. Liquid supply line from oil tank to water/oil pump

6. Return line from heat exchanger to oil tank

Always check oil

level with engine

running!

The pressure in the lubrication system is assured by

three scavenge pumps and one delivery pump, fitted in

series with the water pump (3 in the figure below).

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Wet Sump Engine

Main characteristics:

• 4.2L(Blue) & 4.7L (Red) all-alloy 90° V8

• 4 camshafts, 32 valves

• Variable valve timing (VVT) on the intake camshafts

• 90° crankshaft for smooth running

• Same basic characteristics as dry sump engine, comparable power and torque

figures for 4.2L. Improved power and torque for 4.7L

• Nicasil technology for 4.7L version

• 80% new components vs. dry sump engine

• Improved fuel economy

• Improved reliability

Wet sump lubrication system:

• Engine oil is stored in the engine sump (oil pan) vs. a remote tank.

• Reduced operating noise

• Improved fuel economy

• Less complex, more reliable

The Wet Sump engines are used in all GranTurismo and

GranCabrio models as well as all Quattroporte vehicles with

automatic transmission.

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Always check oil level

with engine off!

The oil pump (indicated with the

yellow arrow) is located inside the oil

pan, underneath the crankshaft.

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 vehicle‟s

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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Variable Valve Timing (VVT)

What is VVT?

VVT is a system that allows variable opening and closing timing of the engine‟s valves.

The timing of the intake camshafts can be varied continuously between maximum

retarded and maximum advanced position. To this end, a “timing variator” is fitted on

each intake camshaft. VVT optimises engine efficiency for different engine load and

engine speed conditions

Why Maserati engines have VVT?

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.

The timing variators on both intake

camshafts are indicated by the

yellow arrows.

Technical Concepts

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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 (carbon-

monoxide, 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 ceramic-

core type catalytic convertors.

When a vehicle is used in extreme circumstances, for example intensive track

use, there is a risc of overheating of the catalytic converters. The driver is

informed of such a situation by means of a designated warning light. To avoid

damage one must slow down the vehicle to allow the system to cool down.

The catalytic converters (indicated by

the yellow arrows) are located in the

exhaust system, close to the engine.

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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.

2

1

3

1. Clutch housing with twin disc clutch

2. Torque reaction tube with transmission shaft

3. Gearbox assembly with integrated limited slip

differential

System outline

For its vehicles with robotized transmission (Coupé & 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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7 1 8 6

2

5

4

3 1. Gearbox housing

2. High pressure pump

3. Power unit

4. Solenoid valves

5. High pressure pipes

6. Fluid reservoir

7. Pressure accumulator

8. Hydraulic gearshift

actuator

Twin disc clutch

The use of a clutch with two compact discs (225mm only) instead of a clutch with a

single large disc like used in most other vehicles with manual transmission, significantly

reduces the kinetic inertia of the flywheel-clutch assembly while at the same time

maintaining a high torque transfer capacity.

A low rotational inertia allows quicker engine revving, typical for racing engines. This

provides quicker vehicle acceleration as well.

Transmission shaft and torque reaction tube

A solid transmission shaft without joints is the most efficient way to transfer engine

power to the driven wheels. Power delivery is direct and without delay, ideal for

performance-focused vehicles.

The torque reaction tube links the engine with the clutch at one side, and the

gearbox/differential assembly at the other side to a single, rigid unit. By this way the

engine mounts can remain soft, absorbing vibrations for maximal comfort, while the

power delivery is still direct.

Gearbox with electro-hydraulic operating mechanism

A mechanical 6-speed gearbox with integrated mechanical limited slip differential is

fitted in a rear subframe to which also the rear wheel suspensions are attached. The

electro-hydraulic gearshift operating system is fitted onto the rear of the gearbox. It‟s

most important components are identified in the figure below.

The robotized gearbox control

node (NCR) is located in the boot

space at right hand side (image:

Quattroporte Duoselect)

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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 T-lever for selection of 1° or

Reverse gear

Gear and driving

mode visualisation

on central display

GranTurismo S and GranTurismo MC Stradale

Longer gearshift paddles permit easy

shifting during cornering

Driving mode selection buttons on the central

console: Auto/Manual, Normal/Sport, ICE,

Race (MC Stradale only)

Push buttons replace

the T-lever for driving

direction selection

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• 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.

• SOFAST IV with Superfast shift transmission control system: new operating

software and various hardware modifications are applied. The introduction of the

Superfast shift gearshift operating strategy reduces gearshift times to 100ms.

• SOFAST IV with Superfast shift 2 transmission control system: new operating

software and various hardware modifications are applied. The introduction of the

Superfast shift 2 (CV2) gearshift operating strategy further reduces gearshift times

to 60ms.

Evolution of the transmission control systems

The robotized gearbox control system went through a number of significant technical

evolutions from 2001 till today. Various software and hardware evolutions have been

applied during these years with the aim to improve driving comfort, improve gearshift

performance, reduce clutch wear and simplify service operations.

Robotized transmission systems Model Commercial name Technical system evolution

Coupé & Spyder Cambiocorsa Pre-Sofast / Sofast / Sofast 2

Gransport & Gransport Spyder Cambiocorsa Sofast 2

Quattroporte Duoselect Sofast 2 / Sofast 3 / Sofast 3+

GranTurismo S MC-Shift Sofast 4

GranTursismo MC Stradale MC-Race Sofast 4 with CV2

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M139 Quattroporte Duoselect, EUROPE version

• SOFAST II up to assembly 18821

• SOFAST III from assembly 18822

• SOFAST III+ from assembly 21925

M144 MC12

• SOFAST

M139 Quattroporte Duoselect, US version

• SOFAST III up to assembly 21925

• SOFAST III+ from assembly 21926

M138 Coupé/Spyder/GranSport Cambiocorsa

• SOFAST up to assembly 12203

• SOFAST II from assembly 12204

M145 GranTurismo S (MC-Shift)

• SOFAST IV with Superfast shift

ALFA ROMEO 8C Competizione (Q-Select)

• SOFAST III+

M145 GranTurismo MC Stradale (MC-Race)

• SOFAST IV with CV2 (Superfast shift 2)

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Clutch management: What is Kisspoint?

The kisspoint – also referred to as the PIS (Punto Incipiente Slittamento or slip

beginning point) – is a parameter that defines the nominal value of the clutch

engagement point as stored in the robotized transmission node. The kiss point is the

actual thrust bearing position at the moment of clutch engaging,

The Kisspoint can best be compared to the position of the clutch pedal in a manual

transmission vehicle at the moment the clutch starts to engage. But instead of being

controlled by a human, it is controlled by an electronic processor.

A correct assessment of the Kisspoint is the key for a smooth and comfortable drive

away, quick gearshift operation, and low clutch wear.

Maserati, together with supplier Magnetti Marelli, has put important efforts in optimizing

the clutch operation.

10 Nm

Kisspoint

(1020 ÷ 1040 rpm) Clutch fully closed,

100% transmitted

torque (1800 rpm)

Transmitted engine

torque by the clutch

Thrust

bearing

travel Clutch open

(idle)

Engine

crankshaft

Pressure plate

with diaphragm

spring

Clutch disc

Engine flywheel

Input shaft gearbox

Thrust bearing

Clutch layout:

Technical Concepts

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System safety

The gear disengages:

• Immediately when the engine compartment is open;

• After 2 seconds when the driver‟s door is open and the brake pedal is released;

• After 1 minute when the driver‟s 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:

The oil level warning light for the

hydraulic fluid is ON when the level

is below minimum

The gearbox warning light is “ON”

whenever an anomaly has been

detected.

Technical Concepts

Operating modes for robotized transmission

The robotized transmission has different operating startegies, which depend on the

selected driving modes:

• MANUAL or AUTOMATIC driving mode selected

• SPORT mode engaged/disengaged

• ICE mode engaged/disengaged (not for GranTurismo MC Stradale)

• RACE mode engaged/disengaged (only for GranTurismo MC Stradale)

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”.

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Superfast shift strategy for GranTurismo S: MC-Shift

– Engine torque reduced / clutch open t1

– Gear disengagement /selection /engagement t2

– Clutch closed / engine torque restored t3

When is MC-Shift available?

MC-Shift is available in MANUAL-SPORT mode, and following conditions met:

• Engine speed > 5500 rpm

• Accelerator pedal fully depressed (>80%)

• Lateral acceleration <0.9g

• ASR not in operation

• No wheel spin

• During upshift only and for the first 5 gears

• Engine and gearbox at normal operating temperature

t1 t2 t3 time

t1 t2 t3 time

Shift time: 40ms

Total gearchange time (acceleration gap) = 100ms

During normal gearshift the different actions occur sequentially:

When MC-shift is acttivated the actions occur quicker and partially overlap:

The MC-S icon on the central info

display indicates that the vehicle is

ready for a superfast shift

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2nd generation Superfast shift strategy for GranTurismo MC Stradale: MC-Race

MC Stradale driving modes Auto Sport Race

Gearshift times 240 ms 100 ms 60 ms

Automatic gearshifting Yes No No

Manual gearshifting Yes Yes Yes

Activation of this strategy is communicated to

the driver via the “MC-R” icon, which at first

flashes on the display and then remains

permanently illuminated.

When is MC-Race available?

MC-RACE 60ms gearshift is available in RACE mode, and following conditions met:

• Engine speed > 5000 rpm

• Accelerator pedal fully depressed >65%

• Lateral acceleration <0.9g


• No wheel spin

• During upshift only and for the first 5 gears

• Engine and gearbox at normal operating temperature

Sequential downshifting strategy

Downshifting of more gears can be obtained by setting one of the two manual modes,

SPORT or RACE, and holding the DOWN lever pulled and the brake pedal depressed.

The number of downshifts and the downshift speed depend on the braking duration

and intensity.

The figure indicates the

difference in shift time

between a MC-Race shift

(red curve) and a

comfortable gearshift of a

Quattroporte Duoselect

(green curve)

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Automatic Transmission

System outline:

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

Driveshaft with

three constant

velocity joints

Limited slip differential

at the rear

Hydraulic torque

converter 6-speed fully automatic

gearbox with adaptive

shift strategy

Hydrodynamic torque converter

This is a device filled with oil that is fitted between the engine and the gearbox. It

replaces the clutch of a manual transmission car. The torque converter transmits little

torque when the engine is idling, and automatically increases the transferred torque

smoothly when the engine speed increases.

Since the torque converter transmits torque through hydrodynamic oil flow, it absorbs

driveline vibrations and is largely responsible for the superior driving comfort of an

automatic transmission vehicle. An integrated lock-up clutch is used to improve fuel

economy when driving at constant speeds.

The internal components of a

torque converter: turbine (1),

stator wheel (2), pump wheel (3)

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Automatic 6-speed gearbox

The automatic 6HP26 6-speed gearbox from ZF is one of the most advanced

automatic transmissions on the market. The electro-hydraulic “Mecatronik” control unit

is integrated inside the gearbox unit and automatically adapts to the driver‟s

preferences. It‟s design is very robust and completely maintenance free.

Drive shaft with three constant velocity joints.

A unique feature of the driveshaft used in the Maserati cars with automatic

transmission is that it uses three constant velocity joints. In this way the power delivery

to the driven wheels is direct, and without delays or vibrations.

Adaptive gearshift strategy (ASIS)

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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Calculating the road gradient:

The ASIS system distinguishes 5 different categories of road gradient, each of which is

associated with a gearshift map.

In AUTO NORMAL and AUTO SPORT modes, recognition of driving style and

calculation of road gradient take place simultaneously. Since road gradient and driving

style category are calculated independently, the ASIS system has 20 gearshift maps.

10 for AUTO NORMAL and 10 for AUTO SPORT. Due to the interpolation between the

different categories, the current gearshift map generally represents the interpolation of

4 gearshift maps (2 for driving style and 2 for road gradient).

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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What is a differential?

When cornering, the wheel at the outside of the corner needs to travel over a larger

distance than the wheel at the inside of the corner, therefore it needs to rotate faster. A

differential is a device that allows this difference of speed between both driven wheels.

Without a differential, a vehicle would be difficult to turn.

What is a Limited Slip Differential?

Because a differential allows difference in speed of the driven wheels, in conditions of

low grip, the wheel with the least grip could start spinning. The spinning wheel takes all

of the engine torque, while the wheel with the higher grip receives no torque. This

strongly compromises the traction of a vehicle, especially for more powerful cars and

when driving in low grip conditions.

Limited Slip Differential

When cornering, each wheel of a car

travels over a different distance and thus

needs to rotate at a different speed

A differential allows the driven wheels

to rotate at different speeds

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.

Differential

gears

Multi-disc

clutch pack

reduces slip

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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.

The Graziano limited slip differential as used on Maserati

vehicles with automatic transmission

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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Braking System

Maserati was one the first car manufacturers to use a hydraulic brake circuit on its pre-

war race cars, and to use disc brakes on its road cars as early as 1957.

Maserati’s braking systems today:

330 mm ventilated discs

with 4/4 piston calipers for

4.2L engined vehicles

360/330 mm ventilated & cross

drilled discs with Dual Cast

technology and 6/4 piston

calipers for all 4.7L engined

vehicles (GranTurismo MC

Stradale excluded) and optionally

for 4.2L engined vehicles

380/360 mm Carbon Ceramic

Material discs (CCM) with 6/4

piston calipers for the


Which factors define braking performance?

Disc size: This is directly related to the braking torque a braking system can apply.

Disc size is limited by the wheel size.

Caliper type: The caliper generates the braking force by pressing the brake pads

against the discs. Generally, the more and the larger pistons a caliper has, the more

force it can apply.

Brake pad type/material: This is determining for the braking characteristics of a

vehicle, since the pad is the part that generates the friction. Pads come in large

variations of price, quality and performance. The pad has an important impact on

factors like the braking power, durability, resistance against fading, brake feel and

wear. They are specifically designed by the manufacturer to suit the vehicle‟s

requirements.

Disc ventilation: Many discs on today‟s vehicles are ventilated, this means that the

outer surfaces of a brake discs are separated by an air gap. When braking, the

stopping power of a vehicle is converted into heat. The way a braking system can get

rid of that heat defines its consistency, i.e., the capacity to perform repeated braking

without loosing stopping power. Disc ventilation performs this task.

Grooved/cross drilled discs: Variations in the brake disc surface like grooves and

holes improve the friction between the pad and the disc surface. Further, they help to

carry off worn pad material and dust, guaranteeing braking performance over time.

Also known as „Gas Vents‟ or „Gas Ports‟.

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Which other factors are important as well?

Weight: Since brakes are part of the unsprung weight of a vehicle, their weight must

be limited. Handling, ride and comfort all benefit from a low unsprung weight.

Vehicle weight distribution: During braking, a dynamic weight transfer from the rear

to the front takes place. This means that the vehicle‟s front axle will become heavier

while the rear axle becomes lighter. Many vehicles are already heavier on their front

axle than on their rear. During strong braking, the front axle becomes so heavy that it

compromises steering, while the rear axle becomes so light that its contribution to the

vehicle‟s stopping power is almost zero and stability can be lost.

Maserati‟s characteristic ideal weight distribution with a slight emphasis on the rear

axle favours braking performance.

Chassis and wheel suspensions design: The kinematics of the wheel suspensions

and related components define the vehicle‟s behaviour during braking and

acceleration. Maserati‟s double triangle front and rear suspension design feature built-

in anti-dive and anti-squat kinematics. In this way the stability is maintained during

strong braking and acceleration.

Normal driving Braking

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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Braking System - MSP

Maserati MSP offers the following functionality:

• 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.

• MSR (Motor Schleppmoment Regelung): electronically controls the engine braking

torque during downshifting, preventing that this would cause instability of the

vehicle.

• MSP (ESP), (Maserati Stability Program): controls the brake of each individual

wheel to ensure vehicle stability during cornering.

• HBA (Hydraulic Brake Assist): recognizes an emergency braking situation and

hydraulically increases the braking power to reduce the stopping distance.

• Hill Holder: assists with driving away in uphill conditions by preventing the vehicle

from rolling backwards.

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.

An image of an opened up Bosch ESP 8.0+ unit (right)

illustrates the large number of electro-hydraulic valves that

that require extreme precision during assembly

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MSP operation: understeer and oversteer

Understeer condition: the MSP

will correct by braking the

inner rear wheel

Oversteer condition: the MSP

will correct by braking the

outer front wheel

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 vehicle‟s stability. Stability is ensured by braking

wheels individually by well defined braking inputs from the MSP electro-hydraulic unit.

What happens if MSP is switched off?

In that case ASR, MSR and MSP are fully disabled. ABS and EBD on the other hand

remain active in all conditions.

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Tyre Pressure Monitoring System (TPMS)

Faults and defects with the tires are among the most common causes of breakdowns

and accidents: Inadequate air pressure leads to increased flexing work and premature

tire wear. In turn, at high speeds this can lead to tires no longer being able to withstand

the loads and bursting.

Therefore Maserati in collaboration with automotive supplier Beru has developed a

Tyre Pressure Monitoring System (TPMS) for its vehicles. This system measures in

real time the air pressure of the four tyres and has the task of informing the driver in

the event of a pressure loss.

A warning light and messages on the

central info display inform the driver

in the event of a pressure loss.

A pressure sensor, a temperature

sensor, a battery, an RF transmitter

and a microprocessor are all

integrated into the wheel valve.

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.

Layout of the TPMS: four RF antennas that are located in the

proximity of the wheels receive pressure information from the 4

wheel valves and pass on this information to a central ECU (NTP).

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Wheel suspension – Skyhook

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 vehicle‟s 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.

1. Front adjustable shock absorbers

2. Rear adjustable shock absorbers

3. Electronic control unit (Sachs)

4. Front wheel acceleration sensors

5. Body vertical acceleration sensors

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The Skyhook system is specifically tuned by Maserati test engineers and engineers

from specialist supplier Sachs for each different model. It‟s role is not to simply switch

between “sporty” and “comfortable” damping settings; it instead constantly monitors the

driving style, road conditions and driver‟s preferences to adapt instantly and

continuously to the best achievable setting for every given situation.

The following parameters are monitored by Skyhook:

• Driving speed

• Requested engine torque (accelerator pedal movement)

• Gearchange information

• Steering wheel input

• Braking pressure

• Lateral acceleration

• Road surface condition (through wheel movement)

• Vehicle body movement

• Selected setting: Normal or Sport driving mode

By this way the system is capable of offering:

• Maximum driving comfort during normal driving, automatically adapting to changing

conditions like driving speed and road surface conditions.

• Best handling with minimal body movements (roll, dive, squat) and maximum

steering precission when sporty driving is requested.

• Maximal vehicle stability if a sudden steering manouvre is necessary.

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Passive Safety Systems

Quattroporte range passive safety features:

• Dual stage frontal airbags with Low Risk Deployment technology (from MY09)

• Lateral curtain bags for head protection front and rear.

• Side bags in the front seats for lateral chest protection

• Seatbelt pretensioners for all seatbelts, except for the central rear seatbelt

• Inertia switch for fuel cut off

• Passenger‟s front airbag deactivation key switch (depending on the market)

GranTurismo range passive safety features:

• Dual stage frontal airbags with Low Risk Deployment technology

• Side bags in the door panels for lateral head protection

• Side bags in the front seats for lateral chest protection (not for the GranTurismo MC

Stradale model)

• Seatbelt pretensioners for all seats (not for the GranTurismo MC Stradale in case

the optional roll cage and harness seatbelts are installed)

• Seatbelt reminder for the front passenger



GranCabrio range passive safety features:

• Dual stage frontal airbags with Low Risk Deployment technology

• Large side bags in the front seats for lateral chest and head protection

• Seatbelt pretensioners for the front seats

• Seatbelt reminder for the front passenger

• “ROPS” roll over protection system with two extendable roll bars



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2 2

3 3

4 4

NAB

1

X (+)

X (-)

Y (+) Y (-)

1. Acceleration sensor(s) inside the NAB

2. Front crash zone sensors for advanced

impact warning and impact angle detection.

3. Lateral crash sensors

4. Lateral pressure sensors for advanced

impact warning (GranCabrio only)

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.

Airbag Node (NAB)

The NAB manages the entire system, controlling all of its components and, with the

help of the remote front and side sensors, it is capable of recognising an impact

situation quickly enough to activate, depending on the type and severity of the impact,

either only the pretensioners or only the front bags, or the pretensioners and the front

airbag modules, or the curtain bags and the sidebags.

The NAB is firmly secured to the casing underneath the vehicle centre console, near

the vehicle‟s barycentre. This is to allow the internal deceleration sensor(s) to monitor

the vehicle deceleration accurately.

The airbag node (NAB) is always

located near the barycentre of

the vehicle

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Front driver’s airbag

The driver‟s airbag is integrated in the steering wheel and protects the driver in the

event of a head-on collision. The airbag is inflated by a gas generator which has two

intervention stages (“Dual Stage”). These can be activated separately and will adjust

the airbag inflation speed depending on the severity of the collision.

Sodium

azide

Nitrogen

Explosive

charge

Low Risk Deployment

The Quattroporte restyling, GranTurismo models from 2009 and GranCabrio models

are equipped with a new-generation passenger‟s airbag system that uses an

“intelligent” technology, called “Low Risk Deployment”. These new bags automatically

adapt to the shape and size of the occupant, reducing drastically the risk of any injury

caused by airbag deployment.

The new LRD airbag system represents a point of excellence in technological

development in the field of vehicle occupant protection and provides increased safety

in head-on collision conditions.

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Side airbag module (Sidebag)

The sidebag module is composed of a plastic casing which houses the gas generator

and a permeable nylon airbag with a volume of approx. 12 litres.

1. External cover

2. Casing

3. Electrical connector

4. Gas generator

5. Folded bag

6. Warning label

1. Connector

2. Gas generator

3. Cushion container

4. Fixing points

5. Roof upholstery

Lateral curtain bags (Quattroporte)

A curtain-shaped cushion with a volume of approximately 21 litres drops down from the

roof pillars to protect the heads of the front and rear occupants in the event of a side

impact.

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Rollover protection system (ROPS) (GranCabrio)

The active roll bars are controlled by the airbag node (NAB) and are activated by

means of a pyrotechnic release mechanism. A specific control logic in the NAB

assesses the rollover risk and activates the roll bars when a preset roll angle is

reached. The rollover protection system and the reinforced windshield frame provide

optimal protection in the event of overturning.

The total activation time plus the system extension time is less than 190 milliseconds,

in other words, an interval far shorter than the time the vehicle takes to turn around its

own axis.

Pyrotechnic

charge

Extendible

roll bar

Aluminium

container

The tungsten pin concealed

underneath the plastic breaks the

rear window during roll bar

activation.

Seatbelt pretensioners

The seatbelt winders (retractors) are fitted with electrically-controlled pretensioner‟s,

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

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The Florence Electronic Vehicle Architecture

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‟.

1. ECU called “NODE”

2. Microprocessor

3. Communication interface (CAN controller)

4. CAN bus (two wires)

Multiplexing forms an integral part of motor vehicles nowadays. With every new model

generation that comes out there seem to be more safety and comfort systems, more

useful gadgets and luxuries that simplify our lives, yet car sizes aren't growing to

accommodate everything that is being packed in them now. This is all due to

multiplexing.

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 driver‟s side, near the A-pillar.

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Advantages of the Florence architecture:

• Data which is “owned” by a certain node is also available to the other vehicle

nodes, this allows for integrated vehicle functions

• High speed data communication between nodes, adapted to the needs of each

vehicle subsystem

• Reduction of wiring length

• Reduction of the number of hardware components

• Elimination of data redundancy

• Extended diagnostic functions

• Extension capacity for new (future) applications

• Optimized energy management of vehicle‟s various electrical functions

The following data communication lines in the vehicle can be identified:

• C-CAN: high speed CAN line for power train and chassis related functions, data

speed of 500kbit/s

• B-CAN: low speed CAN line for body related functions, data speed of 50kbit/s

• K-line: serial data line dedicated for system diagnostics

• LIN: serial data line for a dedicated data exchange between two nodes only

• A-bus: serial data line for systems with reduced complexity

Example of the Florence diagram of the Quattroporte model

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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.

What are the different tasks of Maserati Diagnosi?

• Check vehicle systems for stored error codes

• Check correct functionality and parameters of vehicle systems

• Activate service related procedures like self-learning and system initialisation of

certain vehicle systems

• Perform specific procedures like key programming, battery test, etc.

• Software updating of vehicle systems

• Check / modify the Proxi configuration of a vehicle

Vehicle

Communication

Interface (VCI)

Maserati Diagnosi

Laptop

Bluetooth / USB

connection

OBD-II/EOBD

16 pin connector

Vehicle

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.

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Technical Benchmarking


Maserati Product Range 86

Quattroporte 87

GranTurismo and GranCabrio 92

GranTurismo MC Stradale 98

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Maserati Product Range

Three Product lines:

• Quattroporte – 4 door, 5 seats Saloon

• GranTurismo – 2 door, 4 seats Coupe (2 seats for MC Stradale version)

• GranCabrio – 2 door, 4 seats Convertible

Maserati Shared Technical Characteristics

Engine options:

• 4.2 L 90° V8, naturally aspirated

• 4.7 L 90° V8, naturally aspirated

Transmission options:

• Automatic - 6 speed fully automatic transmission with adaptive shift strategy and manual gearshift option.

• Robotized - 6 speed mechanical transmission with electro-hydraulic clutch and gearshift actuation (GranTurismo S and GranTurismo MC Stradale).

• Mechanical limited slip differential standard on all cars.

Suspension options:

• Conventional sports suspension with single-rate springs and dampers.

• Skyhook continuously adaptable electronic suspension with sport and comfort settings.

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.

• 380/360mm Carbon Ceramic brake discs with 6 piston calipers for GranTurismo MC Stradale.

• Maserati Stability Program with ABS, EBD, MSR, ASR, ESP and Hill Holder standard on all vehicles.


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Quattroporte


Technical highlights of the Quattroporte compared to its competitors :

• 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 Quattroporte‟s 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 race-

bred 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.

• Regarding acceleration performance, its competitors need a much larger engine

with more cylinders and/or turbocharging or supercharging to match or improve on

the Quattroporte‟s acceleration.

http://www.omniauto.it/foto/popup/75259/maserati-quattroporte-restyling

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Audi A8 main technical characteristics:

• V6 & V8 diesel and petrol engines.

• 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.

• Front mounted engine, fitted completely in front of the front axle.

• 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).

Aston Martin Rapide main technical characteristics:

• 6.0L V12 engine. Despite larger capacity, 4 more cylinders and more power, no

faster acceleration than a Quattroporte Sport GT S.

• Front mounted engine, rear wheel drive.

• Rear mounted “transaxle” automatic 6-speed gearbox from ZF.

• Despite the transaxle layout, there is still a slight weight emphasis on the front axle

(51/49%).

• Limited slip differential as standard.

• 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).


http://www.allaguida.it/foto/nuova-audi-a8-ibrida/

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BMW 7 main technical characteristics:

• 6 cylinder petrol and diesel engines, V8 and V12 petrol engines

• 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.

• No limited slip differential.

• Steel body structure, slightly heavier than the Quattroporte.

Jaguar XJ main technical characteristics:

• V6 diesel, 5.0L V8 petrol and 5.0L V8 supercharged petrol engines.

• Front mounted engine, rear wheel drive.

• Only the 5.0L V8 supercharged version has better acceleration than the

Quattroporte models.

• 6-speed fully automatic transmission from ZF.

• Limited slip differential only optionally available on the 5.0L V8 supercharged

version.


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Mercedes S main technical characteristics:

• 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.

Porsche Panamera main technical characteristics:

• V6 diesel and petrol, V8 petrol and V8 turbo petrol engines.

• Only the V8 Turbo version has better acceleration than the Quattroporte.

• Front mounted engine, above the front axle.

• 6-speed manual and 7-speed double-clutch (PDK) transmissions.

• 8-speed automatic gearbox for diesel version.

• Rear wheel drive, optional all wheel drive.

• Limited slip differential as optional.


http://4.bp.blogspot.com/_FoXyvaPSnVk/SdwLksc_SfI/AAAAAAABpw0/n2EvtiCKVzQ/s1600-h/2010-Mercedes-S-Class-4.jpg

http://www.omniauto.it/foto/popup/95571/porsche-panamera

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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

Fuel

Consumption

l/100km

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

Quattroporte Competitor Comparison


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Technical highlights of the GranTurismo and GranCabrio compared to its

competitors :

• 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 race-

bred engine that contributes to enthusiastic driving pleasure.

• The GranTurismo S is the only 4-seat coupé 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.


with more cylinders and/or turbocharging or supercharging to improve on the

GranTurismo/GranCabrio acceleration. The only exception on this point is the

Porsche 911 which is more a sports car than a luxury GT.

GranTurismo and GranCabrio

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Aston Martin DB9 and DB9 Volante main technical characteristics:

• 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 Maserati‟s 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.

• Automatic version has lower performance than manual version, no high-tech

gearbox with optimized shift performance as in GranTurismo S available.

• Weight distribution of 50/50 %. Aston Martin claims this is perfect. Maserati‟s 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 Vantage and V8 Vantage Roadster main technical

characteristics:

• 4.7L V8 engine, front-mid mounted

• Rear wheel drive, transaxle construction, limited slip differential.

• Manual 6-speed transmission, rear mounted, optional robotized six-speed

transmission (like Cambiocorsa),.

• Lighter than a GranTurismo, but also much smaller. No rear seats.

• Despite similar engine size and much lower weight, its performances are not better

than those of GranTurismo S.

http://www.astonmartinpic.com/astonmartin/car/pictures/2011/03/aston-martin-db9-back.jpg

http://www.maquantocosta.it/wp-content/uploads/2010/08/Aston-Martin-V8-Vantage-Coupè1.jpg

http://www.maquantocosta.it/wp-content/uploads/2010/08/V8-Vantage-Roadster-Sportshift.jpg

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Bentley Continental GT and Continental GTC main technical characteristics:

• 6.0L W12 engine, fitted entirely in front of the front axle.

• 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.

• 6-speed automatic transmission from ZF, all wheel drive.

• Massive kerb weight of 2,320 kg (GT) and 2,540 kg (GTC).


BMW 6-series and 6-series convertible main technical characteristics:

• 3.0L 6-cylinder and 4.4L V8 turbo petrol engines, front mounted.

• 8-speed automatic gearbox from ZF, rear wheel drive.


• 6-series coupé is slightly lighter than the GranTurismo, 6-series convertible is

slightly heavier than the GranCabrio.

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Jaguar XK and XK Convertible main technical characteristics:

• 5.0L V8 engine, front mounted.



• Despite its bigger engine, the performance is behind on the GranTurismo/

GranCabrio models.


Porsche 911 and 911 Cabriolet main technical characteristics:

• 3.6L & 3.8L flat 6 engine, dry sump, rear mounted.

• Rear wheel drive, all wheel drive available.

• Manual 6-speed gearbox or dual-clutch 7-speed gearbox (PDK)

• Limited slip differential available as optional only.

• 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 911‟s behaviour is often described as “tricky” when driven to the limit.

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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 420/4200-

5600

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

Fuel

Consumption

l/100km

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

GranTurismo Competitor Comparison


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Chapter title

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 407/5500-

6400

559/6100 436/7300 407/7300

Torque

Nm/rpm

490/4750 600/1750-

4500

650/1600-

6100

490/5000 420/4200-

5600

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

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

GranCabrio Competitor Comparison


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Technical highlights of the GranTurismo MC Stradale compared to its

competitors :

• 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 Stradale‟s 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.


with more cylinders and/or turbocharging or supercharging to improve on the MC

Stradale‟s acceleration. The only exception on this point is the Porsche 911 GT3RS

4.0 which is a hardcore sports car and not a GT.


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Audi R8 and R8GT main technical characteristics:

• V8 and V10 engines, mid-rear mounted.

• 6-speed manual gearbox or 6-speed robotized gearbox (“R tronic”).

• The robotized gearbox option does not improve the vehicle‟s acceleration

performance with respecty to the manual version. No superfast shift technology.

• Quattro all wheel drive for all versions.

• 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.

• Carbon Ceramic brake technology only for the R8GT version.

Aston Martin DBS main technical characteristics:

• 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 Stradale‟s 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.

• Carbon Ceramic brake technology as standard.

• 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.


http://www.astonmartinpic.com/astonmartin/car/pictures/2011/03/aston-martin-2008-modern-car-ucc.jpg

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Jaguar XK-R and XK-RS main technical characteristics:

• 5.0L V8 supercharged engine, front mounted.


• No fast gearshift technology available.

• Limited slip differential standard.

• Carbon Ceramic brake technology not available.

• Despite its bigger engine and more power, the performance of the XK-R is behind

on the GranTurismo MC Stradale.

Porsche 911 GT3RS 4.0 main technical characteristics:

• 4.0L flat 6 engine, dry sump, rear mounted

• Rear wheel drive.

• Manual 6-speed gearbox, limited slip differential.

• Manual gearbox only, no fast gearshift technology available.

• Carbon Ceramic brake technology as optional available only.

• 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 911‟s behaviour is often described as “tricky” when driven to the limit.


http://www.autoblog.it/galleria/porsche-911-gt3-rs-40/

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Bentley Continental Supersports main technical characteristics:

• 6.0L W12 engine, fitted entirely in front of the front axle.

• 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.

• 6-speed automatic transmission from ZF, all wheel drive.

• “Quickshift” strategy performs gearshifts in 200ms, or more than three times the

time needed by the MC-Race technology of the MC stradale.

• Massive kerb weight of 2,240 kg.

• Weight saving of only 90 kg over the standard model (removed rear seats) is

marginally given the vehicle‟s total weight.

• Carbon Ceramic brake technology as standard.


http://www.autoblog.it/galleria/bentley-continental-supersports-extreme/

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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

Fuel

Consumption

l/100km

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

GranTurismo MC Stradale Competitor Comparison


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Vehicle Functionality Overview


NIT Blaupunkt 104

NIT Magneti Marelli 106

NIT Bose 110

Maserati driving modes 112

Guidelines for a correct se of the gearbox 123

Acoustic signals 124

Heating, ventilation and air conditioning (HVAC) 125

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Blaupunkt NIT (Quattroporte up to MY08)

The Blaupunkt NIT features the following functions:

• 7” TFT display

• RDS radio

• CD-player

• CD-changer (optional, external device)

• Satellite navigation

• Telephone (optional, external device)

• On-board computer

• Vehicle settings (setup)

• Analogue TV tuner (optional, external device)

• Rear Seat Entertainment system (optional, external device)

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.

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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Blaupunkt NIT controls

1. ON/OFF knob and volume adjuster

2. Info button

3. Radio button for access to the radio function

4. Slot for telephone SIM card (optional)

5. Control button for CD or CD-changer operation

6. Trip button for the onboard computer

7 to 12. Controls for navigation/selection in the various menus

13.NAV button, to start navigating

14.TV button for access to the TV function (only with the vehicle stationary, OPT)

15.TEL button for access to the telephone function (optional)

16.Track selection or tuning to the next radio station

17.SETUP button for the NIT and vehicle settings

18.Track selection or tuning to the previous radio station

19.CD / CD-ROM eject button


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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.

Magneti Marelli NIT (GranTurismo, Quattroporte

Restyling, GranCabrio)

The Magneti Marelli NIT features the following functions:


• RDS radio

• CD player with MP3

• Integrated 30GB hard disk with Jukebox mode


• TMC/TMC Premium Traffic information

• Telephone (only for NIT HW 7, optional)

• Bluetooth (only for NIT HW 8.0 and 8.1)

• USB port with recharge function (optional for NIT HW 7 and standard for NIT HW

8.0 up to introduction of USB Full)


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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)

• AUX-IN socket (only in combination with USB Recharge or USB Full)

• iPod interface (optional, only for NIT with USB Full)

• Voice controls



• Rear Seat Entertainment (optional, external device)

• SIRIUS satellite radio (external device, only for HW 8.1)

Press = ON/OFF/To

stop the audio

source

Rotate = to adjust

the volume

Eject

CD

To open the telephone

menu

MODE

Changes

the function

ESC

Press = to cancel the

operation in progress. Eject

SIM card

Press = to confirm the function

– contextual menu of the

function displayed

Rotate = to select the menu on

the screen – to adjust – to

zoom the map

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

Menu button

Press and

hold (2s) = to

display the

Help menu

End call

Alphanumeric

keypad

RPT

Voice command

repetition

LIST

List of the radio

stations

List of the Jukebox

albums

List of the CD tracks

SIM port

(only for

HW 7)

Audio

adjustments

Band

TA/PTY

Source

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AUX-IN and USB connection of the Magneti Marelli NIT

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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Connecting an iPod to the Magneti Marelli NIT

If the NIT has a USB Recharge socket:

the iPod cannot be controlled via the NIT but needs to be controlled from the device

itself. The AUX-IN socket receives the analogue audio signal while the USB socket is

used only to power the device.

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.

iPod cable harness

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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Bose NIT (Quattroporte Restyling MY09 & MY10)

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:


• RDS radio

• CD/DVD player supporting MP3, WAV, WMA, MPEG2 ACC files

• Integrated 30GB hard disk with U-Music mode (virtual DJ)


• Traffic information

• Bluetooth

• AUX-IN socket

• USB port

• iPod interface

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• Voice controls



• Analogue TV tuner (optional, integrated device)

• Rear Seat Entertainment (optional, external device)

• XM satellite radio (only for USA and Canada markets)

• Reverse gear camera (optional)

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.

Zoom in

Preset

Cancel/Back Ambient light

sensor

LH knob

LH dial

Zoom out

Radio

Media

Soft Key

Telephone

Navigation

Options/Menu

RH dial

RH knob

Upper proximity

sensor

Lower

proximity

sensor

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Maserati Quattroporte Duoselect

The robotized transmission of the Maserati Quattroporte Duoselect offers a total of five

gear shift modes:

1. Manual Normal

2. Manual Sport

3. Auto Normal

4. Auto Sport

5. Ice

MANUAL NORMAL Mode

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 when the

rev limiter setting 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 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.


Maserati models offer a variety of driving modes, each tailored to meet specific

requirements: sport, ice (low grip), manual mode with all electronic controls disabled,

etc. Selecting each specific mode provides specific effects, described below model-by-

model:

Maserati Driving Modes

Cars with robotized transmission:

• Maserati Quattroporte Duoselect

• Maserati GranTurismo S

• Maserati GranTurismo MC Stradale

Cars with automatic transmission:

• Maserati GranTurismo

• Maserati GranTurismo S Automatic

• Maserati GranCabrio

• Maserati GranCabrio Sport

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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.


AUTO SPORT Mode

In AUTO SPORT 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.

Gears are shifted down sooner (i.e. at higher rpm) than in AUTO NORMAL mode. The

damper setting adopted is intended to reduce rolling and pitching for more sporty

handling.

(Quattroporte Duoselect continued)

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.

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The robotized transmission of the Maserati GranTurismo Duoselect offers a total of six

gear shift modes:

1. Manual Normal

2. Manual Sport

3. Manual Sport with MC-SuperFast shift

4. Auto Normal

5. Auto Sport

6. Ice

Maserati GranTurismo S

MANUAL NORMAL Mode

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 when the rev limiter setting is

reached.

MANUAL SPORT Mode


switches to a higher-performance gear shifting control strategy, with significantly 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.

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


• 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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ICE Mode


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.

“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 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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Maserati GranTurismo MC Stradale

The robotized transmission is controlled by the paddles on the steering-wheel for gear

shifting and the switches on central tunnel and dashboard for engaging 1st gear,

reverse and the four main functions:

1. AUTO

2. SPORT

3. RACE

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


• 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 SPORT Mode


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.


handling.

On the Quattroporte Automatic sport GTS, in MANUAL SPORT mode the air valves in

the exhaust are also opened.


The automatic transmission of the Maserati Quattroporte offers a total of five gear shift

modes:

1. Manual Normal

2. Manual Sport

3. Auto Normal

4. Auto Sport

5. Ice

Maserati Quattroporte Automatic

MANUAL NORMAL Mode

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.

AUTO NORMAL Mode

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





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

MANUAL NORMAL Mode

In MANUAL NORMAL mode the gear is chosen by the driver. For a more thrilling

driving experience, the system keeps the manually selected gear even at an engine

speed higher than when AUTO mode would be selected.

AUTO SPORT Mode



gearbox control system, but the speed with which gears are engaged changes. 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.


double declutch effect at downward shifts is more accentuated. The damper setting

adopted is intended to reduce rolling and pitching for more sporty handling.

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AUTO SPORT Mode



gearbox control system, but the speed with which gears are engaged changes.


double declutch effect at downward shifts is more accentuated. The damper setting

adopted is intended to reduce rolling and pitching for more sporty handling. 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






Maserati GranTurismo S Automatic

The automatic transmission of the Maserati GranTurismo S offers a total of five gear

shift modes:

1. Manual Normal

2. Manual Sport

3. Auto Normal

4. Auto Sport

5. 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.


MANUAL SPORT Mode


switches to a higher-performance gear shifting control strategy, with less time taken to

shift between ratios.


handling.

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Maserati GranCabrio and GranCabrio Sport

The automatic transmission of the Maserati GranCabrio and GranCabrio Sport offers a

total of five gear shift modes:

1. Manual Normal

2. Manual Sport

3. Auto Normal

4. Auto Sport

5. Ice

The various operating modes are exactly as described for the GranTurismo S

Automatic.

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.

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.

Note: for the GranCabrio Sport, the opening of the exhaust bypass valves is managed

in the following way:

• With the gearbox in N the valves are always open.

• In Manual Sport mode the valves are always open

• In Auto Sport the valves open depending on the engine speed and the accelerator

pedal angle.

Deactivating the MSP:

• Deactivates ASR (traction control)

• Deactivates stability control

• Deactivates MSR

• DOES NOT deactivate the ABS and EBD system

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Guidelines for a correct use of the gearbox

Robotized Gearbox

A number of important precautions are required to ensure that the robotized gearbox

system operates correctly over a long working life:

1. When the clutch is new, a running-in period during which the transmission should

not be over-strained is necessary.

2. Do not lower revs to below 1,800 rpm after starting off. Allowing the clutch to slip for

long periods in the “PIS” zone may cause wear and deterioration.

3. If the car is parked on slopes, do not reverse uphill or start too suddenly (always

allow the rpm to climb above the “PIS zone”) with Sport mode active.

4. Do not depress the brake and the accelerator pedals simultaneously.

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 driver‟s 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 driver‟s door and/or the vehicle‟s 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.

Heating, Ventillation and Air Conditionning (HVAC)

The vehicle is equipped with an automatic dual-zone air conditioner/ heater.

This systems adjusts the air temperature, distribution and flow in the passenger

compartment, in two separate zones: left-hand side and right-hand side. The system

can be set through the control panel, located on the centre

console.

Modifications for MY07 and Quattroporte Automatic:

With the introduction of the Quattroporte Automatic and MY07 (from assemby number

27860 onwards), a number of important modifications were made to the HVAC system

in order to improve its performance. The air conditioning/heating system of the

Quattroporte Automatic and MY07 provides enhanced ventilation obtained with new

and suitably dimensioned air lines.

Also various parts of the front air distribution unit have been redesigned or modified.

The heating radiator is new, as well as the anti-pollen filter. The blower motor is new

and is now more powerfull while it is at the same time less noisy. The NCL unit has

new software. Thanks to these modifications, the overall performance of the ventilation

system has increased by 50% (370 m³/h instead of 240 m³/h previously).

All Maserati since MY07 (exception for the Quattroporte with 4.2L engines) are

equipped with the new type dehydrator filter. with this solution the system is

maintenance free.

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Emergency and Service Related

Guidelines

Emergency and Service

Fluid checks for vehicles with Dry Sump Engine 127

Fluid checks for veghicles with Wet Sump Engine 129

Battery disconnect / reconnect – charge maintainer 131

EPB unlocking procedure 133

Shiftlock / Keylock procedures 133

Emergency opening functions 135

Emergency engine starting procedure 136

Towing the vehicle 137

GranCabrio roof emergency closing procedure 138

Inertia switch 140

TPMS calibration 140

Fuse boxes 141

Warning lights 142

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Fluid checks for vehicles with Dry Sump Engine

Engine oil level check (dry sump engine)

The oil level must be checked with the car on level

ground and the engine warm and idling.

The oil level must be between the MIN and MAX level

notches on the dipstick (1). The gap between the MIN

and MAX marks is equivalent to about 1 litre of oil.

Engine coolant level

The coolant level must be checked with the engine cold

and must be between the MIN and MAX notches on

the tank (2). If the level is low, slowly pour the

prescribed fluid through the filler neck on the tank, until

the level is close to the MAX notch.

N.B.: Do not take the cap off the tank when the engine

is very hot: risk of burns.

Windscreen/headlight washer fluid level

To top up with fluid, open the cover D, pull out the filler

neck extension (3) and pour in a mixture of water and

detergent fluid, in the proportions indicated on the

product packaging.

1. Engine oil

2. Engine coolant

3. Windscreen washer fluid

4. Brake fluid

5. Power steering fluid

Applied vehicles:

• Coupé, Spyder, GranSport

model range

• Quattroporte Duoselect


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Power steering fluid level

Check the fluid level with the car on level ground and

the engine cold; it must be on the MAX notch on the

dipstick of the tank (5). To check, unscrew the cap,

clean the dipstick, screw the cap fully down again,

unscrew once more and check the level.

Brake fluid level

Check that the fluid in the tank (4) is up to the

maximum level. If the level drops below the minimum,

the warning light on the dashboard lights up when the

ignition key is turned to MAR.

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Engine oil level check (wet sump engine)

The level must be checked with the car on level

ground and the engine off, after proceeding as follows:

Warm up the engine until the coolant reaches the

normal operating temperature. Stop the engine,

remove the filler cap and wait 5 minutes to allow the

oil to drain back into the sump.

Check the level using the dipstick (1) and top up if

necessary by removing the cap (A). The oil level must

be between the MIN and MAX level notches on the

dipstick.

1. Engine oil

2. Engine coolant

3. Windscreen washer fluid

4. Brake fluid

5. Power steering fluid

Engine coolant level

The coolant fluid level must be checked with the

engine cold and must be between the MIN and MAX

reference notches visible on the tank (2). If the level is

low, slowly pour the prescribed fluid through the filler

neck on the tank, until the level is close to the MAX

reference notch.

Fluid checks for vehicles with Wet Sump Engine

Applied vehicles:

• Quattroporte models with

automatic transmission

• GranTurismo model range

• GranCabrio model range


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Windscreen/headlight washer fluid level

To top up with fluid, open the cover D, pull out the filler

neck extension (3) and pour in a mixture of water and

detergent fluid, in the proportions indicated on the

product packaging.

Power steering fluid level

Check the fluid level with the car on level ground and

the engine cold; it must be on the MAX notch on the

dipstick of the tank (5). To check, unscrew the cap,

clean the dipstick, screw the cap fully down again,

unscrew once more and check the level.

Brake fluid level

Check that the fluid in the tank (4) is up to the

maximum level. If the level drops below the minimum,

the warning light on the dashboard lights up when the

ignition key is turned to MAR.


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Battery disconnect/reconnect - charge maintainer

The battery is a “low maintenance” type, and is located in the luggage compartment. To

access the battery, remove the cover.

All Maserati Quattroporte

models

All Maserati GranTurismo

and GranCabrio models

Reconnecting the battery on Maserati Quattroporte models:

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.

(*) if the car is equipped with the Blaupunkt NIT, enter the Key Code.


1. Open the boot using the key.

2. Connect the battery.

3. Close the trunk/boot

4. Unlock and lock the doors using the remote control.

5. Switch on the ignition to activate the Multi Media System.

6. Adjust the date and time settings following the instructions in the “Multi Media

System” manual (*).

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Following any power cut-out (e.g. after using the battery master switch or flat battery),

check the seats to ensure that they are operating properly when the power supply is

available: perform the following procedures on both seats in the event of a malfunction.

With the ignition key in position STOP and the door on the side of the seat concerned

closed, open the door and begin the following procedure within 5 seconds, then

complete it within 10 seconds:

Reconnecting the battery on Maserati GranTurismo and GranCabrio models:

1. Open the boot using the emergency cable.

2. Connect the battery.

3. Close the trunk/boot

4. Unlock and lock the doors using the remote control.

5. Switch on the Multi Media System.

6. Adjust the date and time setting following the instructions in the “Multi Media

System” manual.

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.

A battery charge maintainer

selected by Maserati, is available

from the parts catalogue.


• 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

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EPB emergency unlocking procedure

In the event that the electric parking brake jams or in the event of a total system failure,

the parking brake can be manually disengaged by using the special tool provided in the

toolkit. Proceed as follows:

Shiftlock / Keylock procedure

These procedures apply on Maserati vehicles with automatic transmission only.

How can the key be removed?

Remove the cap G using a pen or sufficiently pointed

tool, then press the button just uncovered and at the

same time extract the key. Once the key has been

removed, refit the cap G.

Key-Lock

This function allows you to remove the key from the ignition switch only when the

gearshift lever is in position P and within a maximum time of 30 seconds; when this

time has elapsed, the key can no longer be removed.

The special tool for EPB unlocking is

located in a dedicated toolkit


1. Remove the toolkit and spare wheel compartment covering panel from the luggage

compartment.

2. Remove the covering panel containing the toolkit and the tyre repair kit, found in

front of the battery compartment.

3. Remove the cap on the right-hand side of the EPB control unit.

4. Insert the special tool into place.

5. Turn the handle clockwise until the system is fully unlocked.

6. 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:

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 vehicle‟s 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 it‟s possible to have a temporary power supply and

move the gearshift lever.


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.

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If necessary, the trunk lid can be unlocked by pulling

the small cable C located underneath the rear seats.

Emergency starting with auxiliary battery

If the battery is flat, the engine can be started using another battery having the same or

slightly higher capacity than the flat one. Follow the instructions below:

1) Connect the positive terminals (+) of the two batteries with a special cable.

2) Connect the negative terminals (-) of the two batteries with a special cable.

3) Start the engine.

4) When the engine starts, remove the cables in reverse order.

If the engine does not start after few attempts, do not continue but consult the Maserati

Service Network!

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.

Emergency opening functions

Opening the fuel tank lid in an emergency

Maserati GranTurismo, GranCabrio MC Stradale

If necessary, the fuel tank lid can be opened by

pulling the small cable C inside the luggage

compartment. To reach the cable, you must remove

the small panel D turning the screw E by a quarter of

a turn.

Maserati Quattroporte

If necessary, the lid can be opened by pulling the

cable C inside the luggage compartment.

Emergency opening trunk lid (only for GranTurismo and GranCabrio)


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If the MASERATI CODE fails to deactivate the engine immobilizer, the CODE warning

light will illuminate permanently, while the EOBD warning light will go off after four

seconds to turn on again immediately afterwards: the engine will not start. To start the

engine, follow the emergency starting procedure.

Note: We recommend to carefully read the entire procedure before performing it. In

case of a mistake, turn the ignition key to STOP and repeat the operations from step 1.

This procedure can be repeated an unlimited number of times.

Emergency Engine Starting Procedure


1. Read the 5-digit electronic code found on the KEY CODE CARD.

2. Turn the key to MAR: at this moment the CODE and EOBD warning lights are on.

3. Push and hold down the accelerator pedal. Approximately 8 seconds later, the

EOBD warning light will go off. Release the accelerator and get ready to count the

number of times the EOBD warning light flashes.

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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How to tow the vehicle with automatic transmission

When it is necessary to tow the vehicle, observe the following recommendations:

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.

How to tow the vehicle with robotized transmission

Screw the towing hook down tightly in its seat on the lower, right-hand side of the front

bumper. To tow the vehicle:

The towing hook fixing point of Maserati

vehicles is located on the lower, right-

hand side of the front bumper


Towing of the vehicle

1. Turn the ignition key to MAR without starting the engine.

2. Engage neutral (N) by simultaneously pulling the UP and DOWN gearshift paddles

with the brake pedal depressed.

3. Return the ignition key to STOP.

• 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).

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A manual procedure allows to close the roof in the event of a system failure.

Important note: the manual closing procedure can only be performed after the

hydraulic pressure has been released.

When the hydraulic roof movement is interrupted at any stage, the system will remain

under pressure, and therefore the roof will stay in position, for 10 minutes. After this

time the NCP will release all solenoid valves, and by consequence also the system

pressure. Only after this time it is possible to manually move the roof.

Alternatively, disconnection of the battery earth terminal results in the same effect.

Notes:

• Make sure all side windows are lowered before executing the

procedure.

• Given the weight of the roof structure, it is recommended to

perform this procedure with two persons. CAUTION

Closing procedure:

• Turn the ignition key to the Off position and

wait for 10 minutes.

• Open the boot compartment and remove the

covers at both sides in the boot in order to

access the tonneau cover emergency release

cables.

• Pull both cables to unlock the tonneau cover

and close the boot lid.

• Open the tonneau cover and hold it in the

vertical position.

• Lift up the soft top until about half way position

so that it stays in an equilibrium position.

GranCabrio roof emergency closing procedure


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• Lift the rear part of the roof and lower the

tonneau cover until its fully closed.

• Lower the rear part of the roof to make it rest on

the tonneau cover.

• Approach the front part of the roof to the

windscreen frame.

• Insert the roof lock tool (present in the vehicle‟s

tool kit) and rotate the tool clockwise to lock the

roof to the windscreen frame.

The lock tool for the soft

top can be found in the

emergency tool kit


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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.

The inertia switch of all Maserati

models is located under the

driver’s seat

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.

New version type (all vehicles from MY11)

To calibrate the system, select the screen page “TPMS

Calibration” by pressing the “MODE” button B. Then

press and hold the button beside “-” to activate the

calibration procedure. This operation may be performed

with key at MAR and engine OFF. The system will take

few seconds to complete the process.


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Fuse boxes

The fuses/relays are located in various parts of the vehicle, namely:

1. In the engine bay, at passenger‟s side of the vehicle.

2. Behind the glove compartment, next to the steering wheel.

3. In the luggage compartment next to the battery, in the spare wheel housing.

All models

GranTurismo and

GranCabrio model range

Quattroporte

GranTurismo – GranCabrio – MC Stradale Quattroporte


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Warning lights

Indicators and warning lights within the gauges

Parking brake

applied

Rear fog lights

Fog lights

Position lights/

Low beams

High beams

Parking lights

Engine control system

failure(EOBD) (*)

Alternator /battery

failure

Gearbox failure

Automatic (*)

Low oil pressure

(*)

Low

brake fluid level

ABS failure

warning light

Tyre pressure

Seat belts

not buckled

Airbag system

failure

Passenger airbag

OFF warning light

Immobilizer

Brake pads worn

Parking brake

failure

MSP system failure

Right-hand

Direction indicators

Left-hand

Direction indicators

(*) Icons repeated on the central info display


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Excessive temperature in the

catalytic converters

Soft top failure

Shock absorber failure

MSP system failure

Vehicle set to

“SPORT” mode

Deactivation of EPB

automatic operating mode

Automatic gearbox

Mode selected

Parking sensor failure

Doors and lids open

Ice hazard

"Low grip“ mode

Seat heating

Scheduled

maintenance


Warning icons on the central info display

Inertia switch,

fuel cut-out enabled

Windscreen washer fluid

Cruise Control

Lighting system failure

Stop light failure

Twilight sensor failure

Power steering failure

Low engine oil level

Low automatic /robotized

gearbox oil level

ALC system failure

ASR system failure

Rain sensor failure

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Maserati Technical Dictionary


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ABS 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.

AQS 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.

ASIS 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.

ASR Anti Slip Regulation. ASR is often called traction control. It ensures the vehicle's stability by preventing the driven wheels from spinning during acceleration.

Assembly number 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 Advanced Weight Sensing system. AWS is designed to detect the presence of a child seat on the front passenger's seat in order to disable the front passenger's airbag. AWS is used on certain USA specification vehicles only.

Body Computer The Body Computer or NBC is the heart of the vehicle's electronic system. It can be best described as the "brain" of the vehicle. It manages information exchange between different vehicle systems and communication networks and it controls a large number of body related functions. The Body Computer is fitted underneath the vehicle's dashboard at driver's side and is also used as a vehicle diagnostic interface.

Bore Bore indicates the diameter of the engine's cylinders. Together with the stroke and the number of cylinders it defines the total capacity of an engine.

Camber The camber angle is the vertical inclination of the vehicle's wheels seen in transversal direction. It is part of the vehicle's wheel geometry and has a strong impact on vehicle's stability, lateral grip and tyre wear.

Cambiocorsa Cambiocorsa commercial name used to indicate the robotized transmission of the Spyder, Coupé and GranSport models (M138). Cambiocorsa is Italian for "race shift".

CAN Controller Area Network. CAN is a serial communication network using multiplex technology. It connects different vehicle systems for information exchange and diagnostic purposes. CAN reduces the amount of wiring in a car and allows integrated electronic vehicle functions.

Caster The caster angle is the inclination of the steering axis of each front wheel in longitudinal direction. It is part of the vehicle's wheel geometry and has a strong influence on the vehicle's stability and steering behaviour.

Catalytic converter A device in the exhaust system that uses a catalyst (Platinum, Palladium, Rhodium) to convert harmful compounds of the exhaust gas (HC, CO, NOx) into harmless compounds (CO2, H2O).

CCM Carbon Ceramic Material. CCM is a new technology in vehicle breaking systems, combining carbon fibre and ceramic materials into brake discs. CCM eliminates brake fading.

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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 / Capacity

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).

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.

EOBD 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

ESP Eletronic Stability Program is a generic term for MSP

Florence Fiat Luxury car ORiented Network Control Electronics - The multiplex computer communication network used in Maserati vehicles

HBA Hydraulic Brake Assist increases the braking pressure when the brake pedal is depressed fast but with insufficient force to reduce braking distances.

HID High Intensity Discharge headlamps. Light is generated by applying high intensity electric arc to a gas, usually Xenon gas.

Hill Holder Hill Holder system is integrated in the ABS/ESP and allows the driver to start off when standing on uphill roads, without the vehicle involuntarily rolling back.

HVAC Heating, Ventilation and Air Conditioning - The climate control system.

Kisspoint The kiss point is the actual thrust bearing position at the moment of clutch engaging, also referred to as PIS.

Lambda Lambda (λ) is the ratio of actual AFR (Air/Fuel Ratio) to stoichiometry for a given mixture. Lambda of 1.0 is at stoichiometry

Lambda sensor 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.


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Limited slip differential

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').

LRD Low Risk Deployment airbag. A new-generation passenger-side airbag system that uses an “intelligent” technology. LRD allows the elimination of AWS.

Maserati Diagnosi The latest Maserati diagnostic system consisting of a Laptop, and Vehicle Communication Interface (MDVCI), and Vehicle Measurement Module (MDVMM / PICO Scope).

MC-Shift Fast gearshift strategy of the Robotized transmission of the GranTurismo S model, reduces gearshift times to 100ms.

MC-Race 2nd generation fast gearshift strategy of the robotized transmission, used in the GranTurismo MC Stradale model. Reduces gearshift times to 60ms.

MMS Maserati Multimedia System, commercial name for the NIT.

Motronic The Bosch term for the engine management ECU used in Maserati vehicles.

MSP Maserati Stability Program. It controls each individual wheel to ensure vehicle stability in all driving conditions.

Multiplex A group of multiple (Multiplexed) networks connected together to share data.

NIT Nodo InfoTainment, the infotelematics node - commonly referred to as the Maserati Multimedia System or MMS.

OBD On-Board Diagnostics, or OBD (See EOBD).

Oversteer 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.

PAS Power Assisted Steering - Power Steering

PIS 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 Power is a measure of how quickly you can produce torque. Usually expressed in kW or HP. Power = Torque/Time

Proxi 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.

Robotized gearbox The robotized gearbox control system is composed of an electro-hydraulic servo system which manages the gearshift and clutch operation.

ROPS rollover protection system (ROPS) consisting of an active roll bar.

RSE Rear Seat Entertainment system, contains an analogue TV receiver and DVD player (Factory Installed)

Run flat A type of tire designed to operate safely after loosing air pressure

Skyhook 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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Sofast Soft + Fast gearshift strategy. The different Sofast generations refer to the various levels of Robotized gearbox system evolution (software and hardware).

stroke 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.

TCS Traction Control System. Used to control wheel slip during acceleration, Maserati term - ASR

Timing variator The actuator for the hydraulically controlled valve timing system of an engine. See VVT.

Toe in & Toe out 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 Torque is Force x Distance, usually measures in Lb Ft of Nm. Torque is also referred to as 'Work'.

Torque converter 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.

TPMS Tire Pressure Monitoring System. A system that monitors tire pressures and alerts the driver if pressure falls below a certain threshold.

Transaxle 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.

Twin plate clutch 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 Understeer is what occurs when a car steers less than the amount commanded by the driver. The opposite of oversteer.

VIN 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

VVT 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 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.

Wheel alignment 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 The gas used in HID headlamps. Xenon is a noble gas.


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Maserati Academy – May 2011

Maserati reserves the right to make any modification to the vehicles described in this manual, at any

time, for either technical or commercial reasons. All rights reserved. This document must not be

reproduced, even partially, without the written consent of Maserati S.p.A.

TTL Manual en Final

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