Maserati Bora

Overview

The first Maserati road car based on a mid-engine design, the Bora was a milestone in Maserati history, and also the first car developed under full Citroën ownership. The Bora’s advanced fastback design was another masterpiece from Giorgetto Giugiaro and his new styling studio, Italdesign. Capable of a 171 mph top speed, the Bora was equipped with Citroën’s complex hydraulic system, which operated the brakes, retractable headlights, the adjustment of the driver’s seat and the pedals. Sales of the Bora suffered in the mid-1970s amid the oil crisis, while racing plans were thwarted due to homologation difficulties.

Shortly after Citroen assumed control over Maserati in early 1968, the Italian marque embarked on the development of a two-seat, mid-engined flagship car, marking Maserati's inaugural venture into producing a road-going vehicle with a layout inspired by racing cars. Meanwhile, industry newcomers such as Lamborghini and De Tomaso were making waves with their own visually striking yet underdeveloped Miura and Mangusta models, respectively.

Across the English Channel, Ford had been marketing street-legal versions of its Le Mans-winning GT40 since mid-1965, while Ferrari was also in the midst of developing their high-profile, mid-engined Berlinetta Boxer, which wouldn’t hit the market until the end of 1973.

Ferrari and Maserati, both with solid reputations and extensive dealer networks, faced significant risks in rushing a mid-engined car with a powerful V8 or V12 engine to market, given the technical challenges associated with such a design, including handling and cooling issues.

Maserati's venture, internally referred to as Tipo 117 and later known as the Bora, commenced in October 1968, with a prototype hitting the roads by summer 1969. Following 18 months of rigorous development, the Bora was unveiled at the Geneva Motor Show in March 1971, featuring a captivating design by Ital Design and a host of innovative features, with the first deliveries to customers occurring later that year. The Bora, featuring alongside the Ghibli SS, Mexico, and four-seat Indy in Maserati's lineup, also led to the creation of a similar but V6-powered Merak, which entered production soon after and continued until 1983.

Built on a pressed steel monocoque chassis, the Bora distinguished itself as more refined than its mid-engined rivals, offering a 2600mm wheelbase, 50mm longer than the Ghibli. Its rear-end housed the drivetrain on a tubular steel subframe, while its suspension system marked a first for Maserati with fully independent double wishbones. Citroen's high-pressure hydraulics controlled the ventilated disc brakes, power steering, retractable headlights, clutch, and adjustable steering column and foot pedals. The car rode on 15-inch Campagnolo alloy wheels and was powered by an advanced version of Maserati’s 90° V8 engine, producing 310bhp.

The Bora's styling, courtesy of Giorgetto Giugiaro of Ital Design, was sophisticated, featuring stainless steel for the roof and windscreen pillars, contrasting with the more extravagant designs of its competitors. The interior boasted hydraulic adjustments for the steering column and extensive leather trim, offering a blend of sportiness and luxury.

Despite minor production changes and challenges posed by the 1973 oil crisis, Bora production continued unaffected, even as Maserati encountered financial difficulties leading to Citroen’s bankruptcy in 1974 and Maserati's subsequent liquidation in 1975.

Under new ownership by an Italian state-owned holding company and Alessandro de Tomaso, Maserati introduced new models and continued the production of the Bora, Merak, and Khamsin. By 1976, all Boras were fitted with a 4.9-litre engine, enhancing performance until production ceased in 1978 after 524 units. The Merak lasted until 1983, but neither model saw direct successors, leading to the start of the Biturbo era aimed at mainstream success.