With the introduction in 1971 of the mid-engined Bora, Maserati abandoned its traditional tubular chassis technology in favour of unitary construction. Named after a wind, the Bora was the work of Giugiaro at ltal Design, at least as far as its bodyshell was concerned; the mid-mounted engine was Maserati's familiar four-cam V8 in 4.7-litre form, the five-speed transaxle came from ZF and the all-independent double-wishbone suspension was penned by the great Giulio Alfieri.

One of the first 'new generation' models to appear following Maserati's acquisition by Citroen, the Bora used the latter's hydraulic technology to adjust seats and pedals, raise the headlamps and operate the excellent power-assisted brakes. A slippery shape plus 310bhp made for a very fast car - top speed was around 160mph - and the Bora had acceleration and handling to match. The model was Maserati's performance flagship until production ended in 1978, by which time just 524 had been built.

The Maserati V8 proved a paragon of civility on the road: "silky smooth, unexpectedly quiet and almost as tractable as a steam engine," reckoned Motor magazine. Even more impressive than the Bora's "vicious acceleration and high cruising speed, was the quiet fussless ease with which this performance was achieved. The engine pulls strongly from about 1,200rpm without any race of snatch or fluffing, making the car in third, virtually a one-gear automatic with a useful speed range of between 12 and 120mph." Not surprisingly, the Bora was found to have few peers as an autostrada express: "Excellent high speed stability and low wind and engine noise make 130mph seem little more than a canter on a Continental motorway." Motor concluded: "The Bora impressed us as one of the best and most civilised mid-engined exotics we've tried, better developed than most of its ilk and immensely rewarding to drive, especially to drive fast on cross-country roads."

Factory records show that chassis number '890' was originally built in December 1975, finished in Argento Auteuil (silver) with black Connolly hide upholstery, for supply to a Mr. Kerkhof in Belgium.

Our research via specialist historians additionally reveals that this is one of a small number of Boras rebuilt by official Maserati agent Scardovi in Sologria in the late 1980s employing a limited number of unused bodyshells then still available from the factory. These cars were built 'as new' for major collectors and commanded a substantial price. The vendor purchased this one directly from Scardovi circa 1990 and it has been carefully stored since then.

This example has thus covered just 531 km and is, effectively, a new Maserati Bora. Finished in silver with unmarked black leather, suede covered dashboard and black wool carpets, this Bora has factory radio/ cassette, tools and even the original spare paint canister.

Supplied with Swiss import document (form 1320A), this must surely be the finest example of Maserati's definitive supercar in existence today. Local taxes will be payable if the car remains in the EU, although it may be imported via Great Britain at the VAT rate for historic cars of just 5%.

ESTIMATE FF 300,000 - 400,000  /  GB£ 29,400 - 39,200 (approx.)

PRICE REALISED . . . . . . FF 333,500 (price includes buyer's premium).

When post-war production resumed in 1947, Maserati, as well as continuing in its traditional role as builder of Grand Prix cars, commenced small scale production of bespoke sports-racing and road cars, its first true road-going model - the A6 1500 - debuting at the 1947 Geneva Salon.

The A6 1500's engine was a 1,488cc single-overhead-camshaft six, similar to the A6GCS sports car's 2-litre unit, producing 65bhp at 4,700rpm; its chassis was of the ladder frame type, the double-wishbone front suspension derived from racing practice and coil springs suspended the live rear axle. Top speed, depending on coachwork, was in the region of 90-95mph. Maserati's new chassis attracted the cream of Italy's still burgeoning coachbuiiding industry, but most clients favoured the work of Pinin Farina, whose closed coupé remains as fresh and graceful over 50 years later.

Factory records show that chassis '064' was built in January 1949, clothed as an elegant coupé by Pinin Farina and finished in Amaranto (burgundy). The supplying dealer was well-known racing driver Franco Cortese in Milan, whose client was a Signor Luigi Bressani.

Little is known of the car's subsequent history until October 1987, when acquired at an auction organised by the BROOKS team in London by the vendor. It was noted at the time that, like many of its contemporaries, the car had spent much of its life in the USA where it had been restored. It was subsequently imported to Switzerland and more restoration work was commissioned to bring its condition up to the standard of the other models in the owner's growing collection.

The vendor advises us that the rebuild included sand blasting the chassis back to bare metal prior to the application of zinc rust-proofing, restoring the electrical system to original specification and re-painting the car in its original Amaranto livery.

The car has hardly been used since the completion of this work other than the odd concours appearance, and is described as in 'impeccable' condition, correct in every detail. This superbly presented example of Maserati's landmark debut road car is offered with Swiss import document (form 1320A) and was mechanically checked over in 1999. Local taxes will be payable if the car remains in the EU, although it may be imported via Great Britain at the VAT rate for historic cars of just 5%.

ESTIMATE FF 1,000,000 - 1,200,000  /  GB£ 97,800 - 117,500 (approx.)

PRICE REALISED . . . . . . FF 1,005,000 (price includes buyer's premium).

Maserati followed-up its first mid-engined supercar - the Bora - with the similar Merak. Launched in 1972, the latter was intended as competition for Ferrari's top-selling Dino 246 and used a stretched, 3-litre, 190bhp version of the four-cam V6 that had debuted in the Citroen SM. The French firm owned Maserati at the time, so the Merak made use of the SM's transmission and power-operated, all-disc braking and, more controversially, Citroen's quirky instrumentation. The unitary-construction chassis, all-independent suspension and impeccable handling remained basically as the V8-engined Bora's, though the Merak offered the convenience of '+2' seating in the rear and superior all-round vision thanks to its distinctive rear 'flying buttresses'.

Competition from Ferrari's new Dino V8 prompted the introduction of a more powerful version - the Merak SS with 220bhp engine and revised interior - for 1975, ZF transmission being adopted shortly after. Widely recognised as one of the finest, if not the finest, of contemporary V6s, the Merak SS engine proved smooth, powerful and capable of delivering its urge over a surprisingly wide range for such a high performance engine. Like any true thoroughbred, the Merak possessed handling commensurate with its breathtaking acceleration and 150mph maximum speed. "Performance and handling are the raison d'etre of a mid-engined sports car and the Merak's astounding cornering power is a match for its straight-line punch," stated Motor magazine.

Changes made to the SS suspension greatly improved ride comfort over that of the original Merak, while alterations to the instrumentation, switchgear, and interior, and the phasing out of the Citroen brakes in favour of a more conventional system addressed the criticisms levelled at the earlier version. The most successful Maserati of its day, the Merak ceased production in 1983 after 1,832 had been built, 626 of them the Merak SS.

This particular chassis is the 34th of the final batch of 65 Merak SS '80' series (non-Citroen braked) cars. Purchased new by the vendor and driven almost exclusively by him, this SS was delivered with an interior sumptuously trimmed to special order in mustard leather, the material being applied to the transmission tunnel and door panels as well as the seats, and has covered just 10,738 kilometres from new.

The car is finished in Argento (silver), is equipped with electric windows and period radio/cassette, and comes complete with space-saver wheel. This exceptionally well-preserved 'time warp' Merak SS is offered with cancelled Swiss Permis de Circulation and is probably the finest example of its kind in existence. Local taxes will be payable if the car remains in the EU, although it may be imported via Great Britain at the VAT rate for historic cars of just 5%.

ESTIMATE FF 150,000 - 200,000  /  GB£ 14,700 - 19,600 (approx.)

PRICE REALISED . . . . . . FF 270,250 (price includes buyer's premium).

Maserati's new four-seater Gran Turismo debuted at the 1966 Turin Motor Show, sporting elegant yet understated coachwork by Carrozzeria Vignale. Maserati's four-cam V8 was employed in 4.7-iitre form, a 4.2- litre version becoming available subsequently. With 290bhp on tap, the Mexico 4700 was good for 150mph. Production ceased in 1973 after 480 cars had been built, 175 of them the 4700 version.

Equipped with manual transmission and the optional Borrani wire wheels, this Mexico was sold new in June 1970 to Dr Belponer, president and owner of successful racing team Scuderia Brescia Corse and purchaser of the original Lamborghini Jota. Purchased 10 years ago by the vendor from Scardovi, the Maserati main agent in Bologna, the car is still finished in its attractive original combination of Colorado sable with mustard Connolly hide, and features an interior truly worthy of a luxury 1960's Italian GT.

The car is described as correct, original and in good overall condition, and is said to drive very well, with only 52,000km displayed on the odometer. Offered with Swiss import papers (form 1320A), it was mechanically checked over in 1999. Local taxes will be payable if the car remains in the EU, although it may be imported via Great Britain at the VAT rate for historic cars of just 5%.

ESTIMATE FF 100,000 - 140,000  /  GB£ 9,800 - 13,700 (approx.)

PRICE REALISED . . . . . . FF 172,500 (price includes buyer's premium).

Parent company Citroen's financial crisis led to Maserati being acquired by Alessandro De Tomaso in 1975. One of the revitalised company's first products was the elegant Kyalami, effectively a revised De Tomaso Longchamp fitted with a Maserati V8 engine. Subtly re-styled by Frua and named after South Africa's Kyalami circuit, it debuted at the 1976 Turin Motor Show. Production continued until 1983, by which time just 98 cars had been built.

Supplied new in May 1981 to a Geneva-based client by the vendor's company, finished in Argento (silver) with black Connolly hide upholstery, this Kyalami was later repurchased by the vendor and has remained in his ownership ever since.

Featuring Campagnolo alloy wheels, manual transmission, air conditioning and the desirable 4.9 litre version of the V8 engine, and with an indicated 31,00Okm, this Kyalami comes with tools and cancelled Swiss Permis de Circulation. Local taxes will be payable if the car remains in the EU, although it may be imported via Great Britain at the VAT rate for historic cars of just 5%.

ESTIMATE FF 100,000 - 120,000  /  GB£ 9,800 - 11,750 (approx.)

PRICE REALISED . . . . . . FF 86,250 (price includes buyer's premium).

Maserati's final major introduction while under Citroen control, the Khamsin (named after a Sahara Desert wind) debuted at the 1972 Turin Show and entered production in 1974. Styled and built at Bertone, the attractive, 2+2, coupé body was all-steel, and the front-engined Khamsin featured all-independent, double-wishbone suspension similar to that of the mid-engined Bora and Merak. Its state-of-the-art suspension and a 50/50 front/ rear weight distribution combined to endow the Khamsin with near-perfect balance, and if its grip level was ultimately inferior to the Bora's, then it's layout made it easier to control on the limit.

Citroen's hydraulic technology was employed to power the brakes and steering - the latter being rated as highly effective by testers - and also to raise the concealed headlamps. The power unit was a 4.9-Iitre version of Maserati's familiar quad-cam V8 developing 320bhp at a lowly 5,500rpm and a lusty 354lb/ft of torque at 4,000 revs. A five-speed ZF manual gearbox or three-speed automatic transmission were options, and when equipped with the former the Khamsin was good for around 240km/h (150mph). Just 430 examples of this most exclusive and consummate Grand Routier had been made when production ceased in 1982.

Although seemingly less extravagant than the mid-engined Bora supercar, the Khamsin was Maserati's most expensive offering at the time of its introduction, and thus could justifiably claim to be its top-of-the-range model. By virtue of its front-engined layout, the Khamsin offered greater practicality, providing a roomier and more comfortable interior and superior luggage carrying capacity.

Dating from the final year of production, this is the 3rd last Khamsin built and was delivered new in Geneva to His Highness Sheikh Hamad Al Thani, the car collecting member of the Qataar Royal family. Shortly afterwards the car was purchased directly from its first owner by the vendor, and it has remained in climate controlled storage ever since.

Finished in the Sheikh's favoured colour combination of black with cream leather interior and boasting Campagnolo wheels shod with Pirelli tyres, the car has covered an amazing 1,204 kilometres from new and is presented in 'time warp' condition throughout. This surely is the finest, as-delivered example of the model left in existence.

It comes with Swiss import paperwork (form 1320A). Local taxes will be payable if the car remains in the EU, although it may be imported via Great Britain at the VAT rate for historic cars of just 5%.

ESTIMATE FF 200,000 - 300,000  /  GB£ 19,600 - 29,400 (approx.)

PRICE REALISED . . . . . . FF 499,000 (price includes buyer's premium).

Combining Citroen's advanced chassis technology and Maserati's engine know-how, the rakish SM (Série Maserati) featured DS-style, hydro-pneumatic, seif-levelling suspension, power-assisted all-round disc brakes, self-centring steering and steered headlamps. Maserati's 2,670cc V6 engine was chosen, giving a power output of 170bhp, the SM's class-leading drag, coefficient enabling it to reach 140mph and making it the fastest front-wheel-drive car ever. Fuel injection arrive in 1972, a rare automatic transmission option became available the following year and the engine was enlarged to 2,974cc before the model was prematurely axed in 1975 following Citroen's acquisition by Peugeot.

Finished in silver with an 'as new' beige leather interior, the latter equipped with period radio, air conditioning and electric windows, this stunning carburetted, automatic transmission example was originally acquired by the vendor as a demonstrator and has covered just 24,968 accident-free kilometres. The car is in exceptional condition an is offered complete with toolkit and cancelled Swiss Permis de Circulation. Local taxes will be payable if the car remains in the EU, although it may be imported via Great Britain at the VAT rate for historic cars of just 5%.

ESTIMATE FF 100,000 - 150,000  /  GB£ 9,800 - 15,650 (approx.)

PRICE REALISED . . . . . . FF 195,500 (price includes buyer's premium).