“THE TRIDENT FILES” AN ESSAY ON THE MASERATI “KHAMSIN” TIPO AM 120 Introduction

During a rare moment of introspection in early 2003 whilst trying to stay ahead of the bailiff in my vocation as a Town Planning and Land Development Consultant, I came to the conclusion that my 1965 Piper Cherokee 180C aircraft, my 1980 Bertram 28 flybridge cruiser and my lovely 1951 partner and soulmate Helen were absolute novices at making inroads into my bank balance. So, I decided to investigate further ways of accelerating the poverty stakes, bolstering my age-related ego and indulging my love for classic cars.

However, because I am resident in the beautiful Whitsundays in Queensland and flash old cars are fairly rare up here (who needs them in Paradise, one might ask?), I entrusted the task of hunting for a suitable investment to my daughter Amanda and her partner Chris Staff (a successful Kart racer, Moto-X rider, racing car driver and trusted auto/marine mechanic), who both live in Brisbane.

The usual raft of Porsches, Ferraris, Austin Healeys, Jaguars and Lotuses were duly sussed out by Amanda and Chris while I held my breath and tried to focus on “wet-T-shirt competitions”, “foam parties” and “horizontal-bungy”, which are all the rage up here. All sorts of enticing literature and mouth watering photographs were passed my way and I must admit to having been very taken by a 1983 Ferrari 308 GTSi which was advertised at $74,000.00. I was just contemplating a trip to South Australia to inspect it when Chris rang up to ask if I would be interested in a 1976 Maserati “Khamsin” (named after a particular Egyptian wind, as are all the Maserati models) which needed a “bit of tidying up” but appeared to be “twice the car the Ferrari was, but available at half the price”! Chris described the “Khamsin” as a “wedge-shaped rocket” (or other colourful words to that effect) and appeared to be mightily impressed by its performance and handling during a brief test run with Terry Healy of “Oldtimer Australia”, a Specialist Classic Car Dealer in Kangaroo Point, Brisbane, through whom the car was listed for sale. This sort of bait sent my wallet into overdrive, my ego into orbit and an inspection was arranged forthwith.

I flew down to Brisbane on 27 June 2003 and met Terry Healy and was immediately captivated with the “Khamsin”. Who wouldn’t be? Only twelve of them in Australia (we think) and 430 ever built (we know)! A fairly frantic test drive in traffic on the Southeast Freeway did the job and a couple of hours later after some spirited horsetrading and a couple of smooth talking phone calls to placate my Bank Manager, I was the proud new owner of a rare, classic car which expressed the finest traditions of Italian handbuilt craftsmanship whilst exhibiting a few quirky French idiosyncrasies (more about them later). I then drove the car to Amanda and Chris’s residence with the old ego ballooning out the window and celebrated in the usual way amidst much blipping of throttles and deafening roars from the quad exhausts. I have since developed an overwhelming admiration for the creative eye of Bertone Designer Marcello Gandini who had, in his design for the “Khamsin”, crafted what is acknowledged as being the last of the great Maserati supercars before the new era of management under joint Ferrari/Maserati control began in 1997.

This was, however, the last time I would see, touch or feel the car for ten months!

The Story Unfolds

Given the need for some “tidying up” before the big trip north, I left the car in Chris Staff’s capable hands and returned to Paradise in the Whitsundays. What unfolded next was typical of any basic refurbishment or restoration process and is best likened to the “domino theory”. My daughter Amanda, in her usual efficient manner, drew up an “action list” which ran to several pages and which was rather daunting at first. However, Chris reported that the car was in very good condition for its age and low mileage (80,000 kms) but was suffering from the legacy of Citroen’s brief involvement and subsequent stewardship of Maserati between 1968 and 1975, during which time high pressure hydraulic systems were introduced to some of the models in the line-up, the “Khamsin” included. Paris taxi drivers and countless millions of Citroen owners will no doubt attest to the reliability of such systems, but in the “Khamsin” they do appear a little out of place with the “last of the supercars” image when powering the speed variable self-centering steering, instant and devastatingly effective brakes, pop-up headlight pods, feather-light clutch and even the driver’s seat height adjustment.

This multiple redundant hydraulic system operates at 2000 psi and is heavily reliant on the good condition of “O-rings” and the correct LHM hydraulic fluid (green) which has apparently caused some confusion on occasion and led the unwary to top up with similarly coloured radiator coolant (but thankfully not in my case)! Needless to say, this system must be operating well or your day will be ruined. The capacity for the 2000 psi system pressure to cause impressive visual effects and dramatically slow up progress was convincingly demonstrated by Chris on one of his test outings, but no harm was done. However, laundry bills went up that week.

There was some minor corrosion in the lower door panel and sill on one side but nothing else worth worrying about. The car had been resprayed at some time in an eyecatching yet subtle “Azzura Blue” (I think it is called) and I managed to track down some of the paint from Steve Cahun of Concourse Restorations of Clifton Hill in Victoria. Some minor touch up work will shortly be undertaken locally, but the paintwork is generally in good condition.

The cylinder head gaskets were in need of attention so Chris removed the heads, had them bead blasted and faced by Chilton Engineering of Wooloongabba in Brisbane, Queensland and replaced the gaskets with a correct specification (an incorrect type had been used previously). The car had tended to run a little hot at first so the radiator was checked, repaired and pressure flushed by Stafford Radiator Service of Stafford, Queensland (another use for Coca Cola as I discovered?) and so far has behaved itself, even in the sub tropical climate of the Whitsundays with the archaic but effective airconditioner running at full blast and the car at an appropriately low speed to allow opportunity for roadside admirers to “have an optic”.

The cylinder bores were honed by Watson Specialised Tooling of Fortitude Valley, Queensland and Chris checked and replaced various ignition components, hoses, coolant belts, steering rack boots, cam seals, electrical switches and the steering governor belt which had been missing (this de-sensitises or hardens the steering characteristic as speed increases and improves driveability enormously). Chris also re-commissioned the rather complicated airconditioning unit (to which the Driver’s Manual devotes a full fifteen pages of detailed instructions).

The massive brakes and hydraulic system were checked, made good and bled and are super efficient at pulling the car up with no evident fade. Careful application of the anchors is required, however, to avoid standing the car on its nose, such is the sensitivity and instant response from the hydraulic servo assistance.

Chris enjoyed tuning the four twin choke Weber 42DCNF/41 carburettors and these have stayed in tune over the past seven months. The car runs well on Shell Optimax with a regular dose of “Flashlube” to keep the valve seats intact. There is an occasional sheet of flame from the exhausts in start up and although this attracts a high level of interest from bystanders it hasn’t helped the paintwork on the wall in the carport.

The purposeful looking quadruple exhaust stubs had been modified at some time in the past and so Chris arranged for them to be replaced to as close to original specification as could be determined. This work was undertaken by Rod Bliss Exhausts of Geebung, Queensland and the exhaust pipes look gorgeous with the heat burnishing coming through. The lumpy roar from the exhausts which turns into a turbine like scream at high revolutions is simply amazing but would certainly not pass muster under current noise regulations.

And so it went on! After ten months of largely weekend work with the occasional night session thrown in (supplemented by regular funds transfer from the absent owner) Amanda and Chris set out to drive the car some 1200 kms to its new home in the Whitsundays! The trip north was uneventful, although it became evident that the main servo would soon need some attention since hydraulic fluid was tending to bypass the unit internally, probably due to a shoofty “O-ring” somewhere in the system, thereby causing the actuators and accumulators to work overtime and an unacceptable drop in hydraulic pressure to operate all the systems.

About The Car

To my mind, there is nothing quite like the “Khamsin” on the road. Its subtly chiseled, classically understated wedge-like styling and beautiful, sweeping beltline moulding give it a class of its own. The glass rear panel adds to rearwards visibility and is a distinctive feature but is subject to adverse reflections at night. The asymmetric bonnet vents always attract attention and are a signature of Designer Gandini’s, apart from helping to dissipate the heat from the Maserati V-8.

The little things which help give the “Khamsin” its character are the passenger’s foot brace (very reassuring); the all leather and alcantara trim (all original); the low, snug fit of the cockpit (cosy but warm); the sculpted, leather trimmed “goblin seats” in the rear (totally useless for real people); the whirr and click from the hydraulic actuators and accumulators; the mechanical and induction noise; and that glorious screaming roar from the exhausts. Who needs chemical stimuli?

At this stage I am unable to contemplate a full restoration of the vehicle, as is probably warranted given its rarity and significance as the last of the “Maserati supercars”. However, the car is essentially in good original condition with most of its delivery paperwork intact and is a delight to drive. The car has a real presence on the road and is guaranteed to draw a crowd anywhere it goes. Most initial comments seem to identify the car as a “Lamborghini” or “Ferrari”…….

Reliability to Date

I drive the car at least once a week and road conditions are good for this purpose. No traffic lights anywhere and “country conditions” prevail! The follow-on work which we knew would be needed has been undertaken by John Robertson of Whitsunday Auto Repair in Cannonvale, Whitsunday (the local RACQ Service Centre) and included replacement of the front upper and lower suspension ball joints, idler arm bearings, upper control arm bushes, front wheel bearings and of course the trouble-prone “O-rings” in the slave and master cylinders.

So far so good!

Technical Specifications

The main technical specifications of the car are briefly summarised as follows:

§ Body and chassis: Maserati “Khamsin” coupe Tipo AM 120 Serial No. 345 (1976 manufacture); tubular space frame; dry weight approx. 1600 kg; laden weight approx. 1800 kg.

§ Engine: powered by a large displacement, low-stressed and highly reliable light alloy water cooled Maserati engine (Serial No. 115/10/49/345) with five main bearings mounted behind the front axle for best weight distribution; dry sump to lower centre of gravity with separate oil tank of 12 litre capacity; eight cylinders @ 90 degrees in a V arrangement; 4930 cc displacement with 93.9mm bore and 89.0mm stroke; compression ratio 8.5:1; rated at 320 bhp at 5500 rpm; quadruple overhead chain driven camshafts; four twin choke Weber 42DCNF/41 carburettors; and a massive 354 lb ft of torque @ 4000rpm.

§ Performance (largely academic!): 0 to 100 kph in approx 6.0secs.

§ Speeds in gears (kph): 1st - 76; 2nd 118 ; 3rd 170 ; 4th 227; and 5th 270/280 (untried, your Honour……….).

§ Fuel System: electric fuel pump and pressure limiting valve; single point filling to main and header tanks with 95 litre capacity; best not to calculate consumption, but about 15 – 20 mpg (in old terms). The car would love to run on Avgas (like my aircraft) but supply is a bit unreliable on the Highways!

§ Drivetrain: single hydraulically actuated dry plate 10.5” clutch with diaphragm springs; five speed ZF S5 24-3 manual gearbox diving rear wheels through a limited slip differential.

§ Suspension: independent by double wishbones, unequal length control arms, coil springs and dampers and anti-roll bar (front); independent by double wishbones, unequal length control arms, coil springs (two spring/damper units per wheel) and anti-roll bar mounted on a complete sub-assembly to isolate road and machinery noise (rear).

§ Steering: extremely precise, speed weighted, hydraulically assisted rack and pinion giving instant turn-in response; two turns lock to lock.

§ Brakes: high pressure hydraulically servo assisted 11.5” ventilated discs (front); 11.2” ventilated discs (rear).

§ Wheels and tyres: light alloy Campagnolo rims; original specification for Michelin XWX 7.5 J 215/70 VR 15 tyres (currently shod with Pirelli P5 215/70 R15 97V tyres; space saver tyre mounted in a hinged compartment under the radiator; 34/36 psi front/rear.

Driving the “Khamsin”

The “Khamsin” is very low (just 1168 mm high) which makes entry to and escape from the typically leather and alcantara trimmed cabin an art form for those on the high side of fifty. The car has a very long sweeping nose which makes judging the edges a tad difficult until levels of familiarity increase, but directional control is certainly very precise due to the super sensitive steering which progressively hardens as speed increases. I know it has been said before, but these classic Italian cars with their sounds and smells have a feel all of their own and any idiosyncrasies pale into insignificance when they are “in song”. I had the pleasure of owning an Alfa Romeo GTV 2000 for five years up in North Borneo back between 1982 and 1987 and am still sorry I chose to leave it behind.

The “Khamsin” enjoys a near perfect 50/50 weight distribution when full of fuel and ego and the handling is excellent with high cornering adhesion, even when shod with the older style Pirelli 215/70 VR 15 tyres (Michelins were specified with the car originally). The ride is firm as one would expect and the overall handling is well balanced. The suspension and drive train are impressively solid in construction and obviously designed to handle the prodigious power and torque from the 320 bhp V-8. The introduction of an independent rear suspension avoids the occasional axle tramp which characterised the “Khamsin’s” equally gorgeous predecessor, the Maserati “Ghibli” (now there’s another thought……).

Without putting too fine a point on it, if one were to inadvertently exercise the car’s top speed potential of 270 kph (some say 280) under the watchful eyes of the Law, the resultant fines would top up the National policemen’s-ball-fund in one fell swoop. The steering is very sensitive, self-centres upon release and hardens as speed increases giving very crisp, precise control with fabulous turn-in response. The steering is ultra sensitive at low speed and takes some getting used to. If the steering suddenly becomes razor sharp at speed, then the governor belt has failed, a phenomenon which is clearly demonstrated by the erratic path of the vehicle due to over-control inputs.

The instruments and controls are typical of the era and are comprehensive, but are located somewhat haphazardly. The steering wheel is adjustable for height and distance and is just the right size, although a small area of the instrument panel can be blanked out depending on your chosen seating position. The whole car displays a palpable, hand-built quality and there is none of the swish, precise assembly detail which characterises more modern vehicles. But, it sure smells good! The combination of high octane petrol fumes, exhaust draw back, the odd drop or two of oil on the exhaust manifolds, and the unmistakable smell of the leather interior are unbeatable.

The LHM system uses an engine driven pump to provide hydraulic pressure to the vehicle systems, most parts for which are no longer readily available but these may be overhauled successfully. From the pump, pressure is first regulated and then fed through three nitrogen filled spheres or accumulators which store pressure in the event of a failure of the pump or engine (two are for brakes, the other for remaining systems) and which clack and whirr reassuringly on a regular basis. The accumulators should provide enough reserve pressure to control and stop the car from maximum speed. A comforting thought. A basic check for system integrity is to run the engine before stopping it and then raising and lowering the headlamps until the pressure runs out. Twelve times is good, six is the minimum and any less and the car is dangerous!

Every Citroen with this system has an established service regime for inspecting and recharging the accumulators, but Maserati did not build this in to the vehicle maintenance programme so some owners may have overlooked the importance of this system check. Interestingly, the LHM fluid is not compatible with any normal kind of brake fluid and is also hygroscopic, so care has to be taken to isolate any chance of water contaminating the system.

The ”Khamsin” benefits from a brief warm-up period at about 1000 rpm before driving off, during which time various systems checks ought to be conducted, much as in an aircraft, and to circulate oil through that marvellous race-bred engine and gearbox. The five speed gear lever gate is arranged to suit typical European highway driving style with first down to the left and back and then a normal H-gate (reverse to the left and up) and is light and easy to use.

Rear and quarter vision are much better than I expected because the cockpit glass is extensive, with the clear, glassed-in rear panel giving excellent low level vision for parking and manoeuvering (other than at night when reflections are a nuisance). The rear tail gate hatch and fuel filler flap are operated by a rather neat set of matching latches on the door post, but storage space is a bit limited and the filling operation takes an age as fuel siphons from the header into the main tank. However, this does give more opportunity to stand around being admired………

Paired headlights are arranged in two hydraulically activated pop-up pods and are adequate rather than brilliant, but adjustment is easy. The car has “country and city” horns which are a bit tired, so the expected scream from the country air horn has become more like a strangled squeak which is embarrassing to the ego but not critical to the minimum equipment list!

The message is probably clear. Driving the “Khamsin” is a testosterone inducing experience.

Replacement Parts Availability

There is a very good source in the USA by name of MIE Corporation in Auburn, Washington State and I have prevailed upon their services on a number of occasions. Most critical operational parts appear to be available and there is commonality with other Italian makes in the “parts-bin” department and with Jaguar for some suspension parts and the differential unit, as I understand. Parts are available ex USA by Fedex usually within three or four days which is excellent.

Don’t ask about the cost of parts, though!

Insurance Cover

The “Khamsin” is insured with Shannons Ltd of Salisbury of Queensland under a very favourable Classic Vehicle policy for limited use of up to 8000 kms per year which suits me just fine.

Maserati Club of Queensland

The Maserati Club of Queensland has been established under the capable and energetic stewardship of Jim Peters of Aspley Grove, Queensland and I am a founding Member. My day to day involvement is regrettably limited by my exile in the Whitsundays, but Jim Peters is a constant source of inspiration and guidance in all matters Maserati and seems to know everyone involved in the restoration and care of cars from this great marque (Jim has a Maserati “Mistral”).The Club’s address is C/o 7 Nosworthy Close, Aspley Grove QLD 4032 and Email address C/o jim@impexpersonnel.com.au

Other “Khamsins” in Australia?

I understand that there may be up to twelve of the type in Australia (possibly not all of them in running order) but to the best of my knowledge, mine is the only “Khamsin” in Queensland. I know of two in New South Wales (owned by Sid Davenport and Graeme White) and there are apparently two or three in Victoria, ownership details unknown. I will in due course try and track down other owners through the State Car Clubs since we are well and truly a “band of brothers” in our crusade to maintain and exhibit these glorious classic vehicles. The serial production run of the “Khamsin” lasted from 1974 (after it was first unveiled as the successor to the “Ghibli” at the Paris Motor Show in 1973) through to 1982 and apparently only 430 were ever produced. A rare beastie indeed.

Technical Publications, Road Tests and Books Availability

There is a fair bit of information available and MIE Corporation in the USA was able to provide a copy of the Driver’s Manual and a Parts Manual which have proved to be indispensable. I later managed to track down an original, un-marked edition of the Driver’s Manual with the assistance of Jim Peters of the Maserati Club of Queensland which is a valuable addition to the car’s provenance.

Other useful books and publications which I have obtained are listed below:

§ “Maserati Cars Performance Portfolio 1971 – 1982”, published by Brooklands Books Ltd, PO Box 146, Cobham, Surrey KT11 1LG United Kingdom.

§ “Maserati Coupe – The History”, written by Jurgen Lewandowski and published by Maserati Spa.

§ “Maserati – The Grand Prix, Sports and GT cars model by model, 1926 – 2003” by Maurizio Tabucchi and published by Giorgio Nada Editore s.r.l., Via Claudio Treves, 15/17, 20090 Vimodrone, Milano, Italy.

§ “Road and Track and Motor Trend – Maserati Khamsin Road Tests” – published by CBS Publications, The Consumer Publishing Division of CBS Inc., reprinted from the January 1975 issue of Road and Track Magazine; and Petersen Publishing Co. reprinted by permission of Motor Trend Magazine.

§ “Il Tridente” – published by Maranello Imports Pty Ltd, 134 William Street, East Sydney NSW 2011.

WebSites

I have not explored all the options but the following addresses are particularly interesting:

§ Enrico’s Maserati Pages - www.maseratighibli.co.uk

§ MIE Corporation Maserati Hot News - mci@maseratinet.com

§ Maserati Australia & N.Z - herbert.appleroth@maranello.com.au

§ Maserati Owners Website – www.owners.maserati.com and www.maserati.com

Best Features of the “Khamsin”?

Fabulous presence on the road; classic design purity; acknowledged rarity; amazingly tractable second gear; masses of torque; knee-trembling roar from the quadruple exhausts; speeding fine attraction factor; the blonde in the passenger’s seat; and a definite ego boosting quality!

Worst Features of the “Khamsin”?

The smug look on my Shell Service Station Proprietor’s face as I try to creep in unnoticed to lift more fuel!

Submission Details

Written by John Royce
Owner of Maserati “Khamsin” Tipo AM 120 Serial No. 345, Reg. No. “76 MAS”
P.O. Box 648 Airlie Beach QLD 4802
Ph: 07 4946 6149; 0408 775 881
Fax: 07 4946 5058
Email: royceboy@airliebeach.net.au