Maseratisti,

I have just received details and photos of some of the mechanical innovations that form part of the history of Maserati, and will be on display at the Modena Motor Gallery exhibition next weekend.

Enjoy,

Enrico.

1929 - A crankshaft from the engine of the Maserati Tipo V4

A 5-bearing crankshaft derived from the Tipo 26B engine. The combination of the two blocks in a single-cylinder engine casing allowed Alfieri Maserati to achieve a high displacement whilst limiting the transverse dimensions. Each group of eight cylinders was independent, with its own magneto, carburettor, supercharger and crankshaft. Unique and a crucial link was the heavy-duty connecting gear linking the two flywheels. Note that the external main and centre bearings are roller bearings.

1935 - Steering box from the Maserati Tipo V8 RI

With the introduction of independent suspension in place of the classic rigid axle, a new concept in steering was designed: the box in Elektron, fixed on the clutch bell housing, was of dual effect. Under the action of the steering wheel it caused the two steering arms, one for each wheel, to move in opposite directions, which were the only controls elements. With this system one could keep the wheels in line under braking and enhance the ease of driving.

1939 - Crankshaft from the Maserati 6CM 1.5-litre 24-valve engine

The crankshaft from final evolution of the Tipo 6CM engine that initiated the era of the 1939 Tipo 4CL. This engine debuted in Naples and later won the Kahlernberg hillclimb in Germany with Paul Pietch at the wheel. The 6CM 24-valve reappeared on the scene in 1946 at the Nice GP in the hands of Phlippe Etancelin. In this final evolution of the engine, its power reached almost 180 bhp at 6,600 rpm.

1955 - Maserati 250F cylinder head with desmodromic valves and fuel injection

Between 1954 and 1955, an experimental Maserati 250F engine was built with a desmodromic valve train and either direct or indirect fuel injection (including alcohol) to achieve a higher power output. The first desmo project at Maserati was initiated in 1943 by Ernesto Maserati with some later modifications by Technical Director Ing Giulio Alfieri. Another system was also researched by Ing. Massimino in 1944, and it was through these early studies that Maserati was able to produce this head. The engine, however, even though limited to 10,000 rpm, did not produce the power anticipated, and the desmo project was finally shelved.

1957 - Cylinder head from the Maserati 2.5-litre V12 engine

The twelve-cylinder Maserati debuted at the French Grand Prix at Reims in 1957. It was equipped with four overhead gear-driven camshafts; each valve was fitted with two needle hair-pin springs (this would be the last engine to employ these types of springs). The intake manifolds were of "downdraft" type ", in other words arranged inside the V formed by the valves of each cylinder bank. By the end of the 1957 season this engine had achieved a power output of 300 bhp at 9,800 rpm.

1961 - Maserati Tipo 64 "Birdcage" rear chassis with De Dion tube and torsion bars

Produced from 1961 to 1962, the Tipo 64 was the natural evolution of the Tipo 63, which in turn arose from the front-engined Tipo 60/61. The 64 had a lattice-framed chassis consisting of over 200 sections of Chrome-Molybdenum steel tubes of three different diameters: 10, 12 and 15 mm and had a new rear suspension with a De Dion axle and unique Amadori wheels in forged magnesium. Other changes were introduced to improve weight distribution. The first model had a body designed by Franco Scaglione, a former designer at Bertone, and was built by Gentilini and Allegretti for Scuderia Serenissima. The set of tubes welded together formed a true trellis with the advantage of reducing weight while increasing stiffness. The 3-litre rear engine had a power output of 320 bhp at 8,500 rpm.

1965 - A single-cylinder experimental engine for the Maserati V12 Tipo 9 engine

A single-cylinder engine made in 1965 for the development of the F1 V12 engine to equip the Cooper F1 cars. From the Dell'Orto motorcycle-type carburettors, we move on to the Lucas direct fuel injection system, and bore and stroke were soon revised, from 70.4 x 64 mm to 75.2 X56 mm. The reduction in stroke permitted higher engine speeds and the adoption of larger valves; towards the end of the season, power output had risen to 360 hp at 9200 rpm, with a compression ratio of 11:1.

1966 - Cylinder head from the experimental Maserati V12 Tipo 10 engine with 3 valves per cylinder

An experimental 3-valve cylinder head for the development of the new F1 engine for Cooper cars in the Formula 1 66/67 season. The valves (two intake and one exhaust) were all parallel to each other with two camshafts and dual ignition. The combustion chamber was formed internally in the crown of the piston and, thanks to the very compact well formed design, it was possible to adopt a very high compression ratio (11.8:1) to the benefit of thermal efficiency. The development of this new engine lasted all season and maximum power passed from the initial 375 bhp at 9,500 rpm to more than 390 bhp at 10,000 rpm. This was the swan song of the Maserati V12, because at the end of the year its career came to an end.

1968 - An experimental cylinder head with four valves per cylinder for the Maserati Ghibli 4.9 Tipo 115 engine

A pair of cylinder heads built specifically for Sig. Paini of Verona, a customer very fond of the “Casa del Tridente” of Modena. The heads were mounted on his red 4.9-litre Ghibli, chassis No AM 115/49*314*, in exchange for using the car for"road testing" as Mr. Paini drove many miles in his Maserati. With these heads the engine was capable of delivering over 330 bhp for a top speed of over 280 kph. Projects already underway for the new Khamsin prevented proper development of this engine, which remained at the prototype stage.

1985 - Cylinder head from the experimental Maserati Biturbo V6 36-valve engine

With the patent number 22710A/85 Maserati in 1985 presented the 6:36 engine: a 2-litre V6 with six valves per cylinder producing 261 bhp at 7200 rpm. The valve train system was named "finger control": a single command that moved three valves at the same time. Valve clearance adjustment was of the traditional type via screw and lock nut.

All valves, both intake and exhaust, were tilted in a different way in order to create a "swirl" (turbines) effect in the combustion chamber so as to improve the flows coming from the different intake valves. The patent while producing excellent results on the test bed, figures of more than 130 bhp per litre, proved unsuitable for series production due to frequent problems with detonation.

1981-1988 - 2.0-litre V6 engine of the Maserati Biturbo 2000

The Maserati Birurbo sported a chrome grille, four headlights and a trident in prominence, a wedge-shaped design, a characteristic sound, a multi-valve cylinder head and many, many, many wild horses. This "revolutionary" six cylinder engine V6 @ 90° of only 1996 cc was designed for the Biturbo of De Tomaso on December 14 1981 in order to allow a wider distribution among fans of the "Modena trident" and avoid the taxation penalties reserved for large-displacement sports cars at that time.

No doubt the features and performance of this new engine were respectable and comparable to cars with engines of a higher capacity: twin overhead camshafts, three valves per cylinder, a single twin-choke Weber carburettor and two Japanese IHI turbochargers (one per cylinder bank), a power output of 180 bhp @ 6,000 rpm and a maximum speed of 215 kph.

The Biturbo was produced from 1981 until 1988 when it was sold under the name 222 or 2.24v., leaving as a legacy its engine and inspiration, and lastly, the "Ghibli".

Among the versions produced, apart from the more sporty 'S' models, and achieving considerable success were the prestigious Spyder (with the collaboration of Zagato) and Racing (1991-1992).

2004 - Engine of the Maserati MC12 GT1

This is the engine mounted on the Maserati MC12 GT1, winner of the 2005 FIA GT Championship. The MC12 was a mid-engined car rear longitudinal and rear wheel drive. The engine is a V12 @ 65° with a displacement of 5,998 cc fitted with restrictor plates on the intake manifolds (imposed by the technical rules of the FIA GT) to limit power ouput to 650 bhp. The race version for customers without restrictor plates could reach 755 bhp at 8,000 rpm. This unit had a compression ratio of 11.2:1. The 6-speed semi-automatic "Maserati Cambiocorsa" type transmission was similar to that fitted to the 6-speed "Maserati Cambiocorsa", and with a weight of 1,150 kg. it reached a top speed of over 330 kph.