Specifications
The Khamsin used an all-steel monocoque construction, with a rear Silentbloc-bushing insulated tubular subframe supporting the rear suspension and differential. Suspension was double wishbones all around - a major improvement over the Ghibli's leaf-sprung solid axle - with coaxial springs and shock absorbers (single upfront, double at the rear) and anti-roll bars.[1]
The front-mid mounted engine gave the car a 50/50 weight distribution; it was pushed so far back towards the firewall that the full size spare tyre could be stored beneath the radiator in front of it, thus freeing up space in the boot. Apart from the adoption of Bosch electronic ignition, Maserati's 4930 cc DOHC, 16-valve V8 engine was carried over from the Ghibli SS and delivered 240 kW at 5,500 rpm and 355.5 lb.ft of torque at 4,000 rpm.[1] It was fed through four double barrel 42 DCNF 41 Weber carburetors and used dry-sump lubrication. The dual fuel tanks were retained from the Ghibli, but not of similar size. A small tank is on the right and it is connected to the main tank below the cargo floor, with a single fuel filler on the right hand side feeding directly the small tank. The dual exhaust system ended with two resonators, each with twin exhaust tips.
Power was routed to the rear wheels through a 5-speed, all synchromesh ZF manual gearbox with a single-plate dry clutch; a 3-speed Borg Warner automatic transmission was also available on request. The car rode on 215/70 Michelin XWX or Pirelli Cinturato CN12 tyres on 7½J 15" Campagnolo alloy wheels.[1][8]
Having been developed under the Citroën ownership, the Khamsin made large use of its high-pressure hydraulic systems. The power steering used the Citroën SM's DIRAVI speed-sensitive variable assistance, which made steering lighter for easier parking and decreased its intervention with speed. The all-round vented disc brakes and the clutch command were both hydraulically actuated and assisted. The adjustable seats and the pop-up headlights were also hydraulically actuated. An adjustable steering column (an innovative feature at the time), air conditioning, electric windows, a radio and full leather upholstery were standard.
Maserati claimed a 270 km/h top speed for the European-specification model.[1] The Citroën SM-derived power steering is not power "assisted", but rather full power with no mechanical connection between the steering wheel shaft and the steering linkage yoke attached to the power piston rod. Only if hydraulic pressure is lost will the mechanical pinion gear drive the rack gear, and that with significant free play at the steering wheel rim. In normal operation the rack gear, which is connected to the power piston rod, turns the pinion to give feedback to the power valve. This is exactly like the Citroën DS, though the mechanical arrangement is quite different. The power is the same at all speeds as the steering hydraulic pressure is supplied directly from the main pressure accumulator "sphere". A flyweight driven by the transmission output shaft controls the hydraulic pressure supplied to the piston of the steering shaft centring cylinder, which presses a roller against a heart-shaped cam geared 2:1 to the steering input shaft. In automatic transmission cars the pressure is tapped from the automatic transmission hydraulic pressure to a control valve, similarly to the setup on the Citroën SM. ATF and LHM (central hydraulic system fluid) do not mix, and are at quite different pressures. At standstill enough pressure is applied to recentre the steering. At high speeds (approximately 80 mph/130 kmh in the Citroën SM) the centring force is at maximum, which makes the steering wheel very strongly resistant to being turned by the driver ("stiff"). By this strategy the steering can be very quick (2 turns lock-to-lock in the Citroën SM), yet not sensitive to the "sneeze factor" at high speed.[9][10][11]
