1976 MASERATI KHAMSIN _Numéro de série AM120132 _Désirable coupé italien - V8 4.9l 320 chevaux _Bel état de conservation - Carte grise française En 1968, Citroën rachète le constructeur au trident à la famille Orsi. Ce rachat est un peu le fruit du hasard : Pierre Bercot le patron des chevrons, veut lancer la version sportive de la DS, mais considère qu’il n’a pas les moyens de concevoir un V6 « typé » sport. Après avoir consulté́ Volvo ou BMW, c’est vers Maserati (et son ingénieur Giulio Alfieri) que se tourne Citroën. C’est un vrai bol d’air que ce contrat d’engineering pour Maserati qui perd beaucoup d’argent (malgré le succès de la Ghibli lancée en 1966). La famille Orsi voit d’un si bon œil l’arrivée de Citroën qu’elle propose à son partenaire français de racheter la marque. A l’époque, la marque française est en bonne santé́, avec un puissant actionnaire (Michelin), et le rachat de Maserati lui permet de poursuivre le développement de son modèle SM tout en faisant l’acquisition d’une marque de prestige. Ironie de l’histoire, Citroën emporte le morceau face à De Tomaso, qui prendra sa revanche 7 ans plus tard ! L’ingénieur Alfieri voit d’un bon œil l’arrivée de Citroën, amenant un peu de modernisme (notamment pour ce qui concerne les suspensions, évidemment). La Khamsin sera la plus « Citroën » des Maserati. Conçue entièrement sous l’ère française, elle sera dotée du fameux système hydraulique : suspension, freinage, mais aussi Diravi (rappelez-vous, la direction revenant toute seule en position « tout droit »). La Khamsin, c’est aussi la volonté de proposer une GT 2+2 capable de rivaliser avec Ferrari notamment. Pour cela, Maserati retournera au moteur à l’avant, un V8 de 4,9 litres et 320 chevaux. Elle est présentée en 1972 sur le stand Bertone au Salon de Turin : le dessin (superbe) est du à Marcello Gandini qui révèle ici son talent. Ce n’est qu’en octobre 1973 qu’elle sera officiellement présentée par Maserati et Citroën. Mais en ce début des années 70, la donne a changé pour Citroën. La SM ne rencontre pas le succès escompté, et surtout, la firme de Javel a dépensé beaucoup d’argent en recherches vaines sur le moteur rotatif. Les caisses sont vides, et Michelin n’est plus disposé à combler les déficits. En 1974, la firme est vendue à Peugeot, qui n’hésite pas à couper les branches mortes : Maserati est mis en faillite en 1975, racheté par une société de l’état italien (le GEPI) qui revendra aussitôt à Alejandro de Tomaso. La période n’est donc vraiment pas idéale pour la Khamsin. Sa première année de production, 1974, est perturbée par le rachat de Citroën et l’abandon de la filiale. Aux Etats-Unis (marché qui devait être prometteur), elle doit se plier aux nouvelles règles de sécurité, et perd son arrière vitré si original. De Tomaso, le nouveau repreneur, maintient la Khamsin mais comme un cache misère, le temps de mettre au point son grand projet : la Biturbo. La pauvre Khamsin se vendra péniblement jusqu’en 1982, mais Dieu que les dernières années sont dures : seuls 26 exemplaires se vendront entre 1980 et 1982. Au total, 435 exemplaires seront produits, dont 155 pour le marché américain. Sortie d’usine en 1976, cette Maserati Khamsin fut exportée en Allemagne afin d’y être vendue neuve. Se présentant aujourd’hui sous une peinture rouge du plus bel effet, elle semble avoir été repeinte récemment. Version européenne, elle échappe heureusement à la défiguration stylistique américaine pour répondre aux normes en vigueur et on peut donc profiter de sa ligne dans le pure style Maserati offerte par Marcello Gandini. Dans l’habitacle, une ambiance luxueuse se dégage avec des cuirs à profusion de couleur beige joliment patinés. Les sièges sont davantage confortables qu’enveloppant et la position de conduite est assez agréable. Devant le pilote se trouvent les deux compteurs caractéristiques Maserati gradués jusqu’à 300 km/h et 8 000 tours minutes. Coté mécanique, le V8 de 320 chevaux ronronne à merveille, bien cramponné au volant en cuir, attention aux survirages ! Malgré notre essai routier concluant, pour partir sereinement, nous recommandons une révision générale de l’automobile. Très élégante et mécaniquement performante notre exemplaire ne demande qu’à prendre la route au plus vite. Offrez-vous un must-have des années 1980 à la ligne esthétique qui revient à la mode ces derniers temps avec un véritable V8 italien à la sonorité exquise. 1976 MASERATI KHAMSIN _Serial number AM120132 _Desirable Italian Coupe - V8 4.9l 320 hp _Good condition - French registration In 1968, Citroën bought the trident manufacturer from the Orsi family. This takeover was a bit of a coincidence: Pierre Bercot, the boss of the chevrons, wanted to launch the sporty version of the DS, but considered that he didn't have the means to design a V6 "typical" of the sport. After consulting Volvo and BMW, Citroën turned to Maserati (and its engineer Giulio Alfieri). This engineering contract was a real breath of fresh air for Maserati, which was losing a lot of money (despite the success of the Ghibli launched in 1966). The Orsi family saw the arrival of Citroën in such a positive light that they proposed to their French partner to buy the brand. At the time, the French brand was in good health́, with a powerful shareholder (Michelin), and the purchase of Maserati enabled it to continue the development of its SM model while acquiring a prestigious brand. Ironically, Citroën won the day against De Tomaso, who would take his revenge 7 years later! The engineer Alfieri welcomed the arrival of Citroën, bringing a bit of modernism (especially for the suspensions, of course). The Khamsin would be the most "Citroën" of the Maseratis. Designed entirely under the French era, it will be equipped with the famous hydraulic system: suspension, braking, but also Diravi (remember, the steering returns to the "straight ahead" position by itself). The Khamsin is also the desire to offer a GT 2+2 capable of competing with Ferrari in particular. For this purpose, Maserati returned to the front engine, a 4.9 litre V8 with 320 horsepower. It was presented in 1972 on the Bertone stand at the Turin Motor Show: the (superb) design was the work of Marcello Gandini who revealed his talent here. It was not officially presented by Maserati and Citroën until October 1973. But at the beginning of the 70's, the situation had changed for Citroën. The SM was not as successful as expected, and above all, the company from Javel had spent a lot of money on futile research on the rotary engine. The coffers were empty, and Michelin was no longer willing to make up the deficits. In 1974, the company was sold to Peugeot, which did not hesitate to cut off the dead branches: Maserati went bankrupt in 1975, and was bought by an Italian state company (GEPI) which immediately sold it to Alejandro de Tomaso. The period was not ideal for the Khamsin. Its first year of production, 1974, was disrupted by the takeover of Citroën and the abandonment of the subsidiary. In the United States (a market that was supposed to be promising), it had to comply with new safety regulations and lost its original rear window. De Tomaso, the new owner, kept the Khamsin but as a cover for the time needed to develop his great project: the Biturbo. The poor Khamsin sold poorly until 1982, but God knows the last few years were hard: only 26 examples were sold between 1980 and 1982. A total of 435 units were produced, 155 of which were for the American market. This Maserati Khamsin left the factory in 1976 and was exported to Germany to be sold new. Today, it is painted in a beautiful red colour and appears to have been repainted recently. As a European version, it fortunately escaped the American stylistic disfigurement to meet the current standards and we can therefore enjoy its pure Maserati style line offered by Marcello Gandini. Inside the cabin, a luxurious atmosphere emanates with a profusion of beige leather with a nice patina. The seats are more comfortable than enveloping and the driving position is quite pleasant. In front of the driver are the two characteristic Maserati meters graduated up to 300 km/h and 8000 rpm. Mechanically, the 320 horsepower V8 purrs wonderfully, well clamped to the leather steering wheel, but beware of oversteer! Despite our conclusive test drive, we recommend a general overhaul of the car in order to travel with peace of mind. Very elegant and mechanically efficient, our car is ready to hit the road as soon as possible. Treat yourself to a must-have from the 1980s with an aesthetic design that has come back into fashion recently and a genuine Italian V8 with an exquisite sound1976 MASERATI KHAMSIN _Serial number AM120132 _Desirable Italian Coupe - V8 4.9l 320 hp _Good condition - French registration In 1968, Citroën bought the trident manufacturer from the Orsi family. This takeover was a bit of a coincidence: Pierre Bercot, the boss of the chevrons, wanted to launch the sporty version of the DS, but considered that he didn't have the means to design a V6 "typical" of the sport. After consulting Volvo and BMW, Citroën turned to Maserati (and its engineer Giulio Alfieri). This engineering contract was a real breath of fresh air for Maserati, which was losing a lot of money (despite the success of the Ghibli launched in 1966). The Orsi family saw the arrival of Citroën in such a positive light that they proposed to their French partner to buy the brand. At the time, the French brand was in good health́, with a powerful shareholder (Michelin), and the purchase of Maserati enabled it to continue the development of its SM model while acquiring a prestigious brand. Ironically, Citroën won the day against De Tomaso, who would take his revenge 7 years later! The engineer Alfieri welcomed the arrival of Citroën, bringing a bit of modernism (especially for the suspensions, of course). The Khamsin would be the most "Citroën" of the Maseratis. Designed entirely under the French era, it will be equipped with the famous hydraulic system: suspension, braking, but also Diravi (remember, the steering returns to the "straight ahead" position by itself). The Khamsin is also the desire to offer a GT 2+2 capable of competing with Ferrari in particular. For this purpose, Maserati returned to the front engine, a 4.9 litre V8 with 320 horsepower. It was presented in 1972 on the Bertone stand at the Turin Motor Show: the (superb) design was the work of Marcello Gandini who revealed his talent here. It was not officially presented by Maserati and Citroën until October 1973. But at the beginning of the 70's, the situation had changed for Citroën. The SM was not as successful as expected, and above all, the company from Javel had spent a lot of money on futile research on the rotary engine. The coffers were empty, and Michelin was no longer willing to make up the deficits. In 1974, the company was sold to Peugeot, which did not hesitate to cut off the dead branches: Maserati went bankrupt in 1975, and was bought by an Italian state company (GEPI) which immediately sold it to Alejandro de Tomaso. The period was not ideal for the Khamsin. Its first year of production, 1974, was disrupted by the takeover of Citroën and the abandonment of the subsidiary. In the United States (a market that was supposed to be promising), it had to comply with new safety regulations and lost its original rear window. De Tomaso, the new owner, kept the Khamsin but as a cover for the time needed to develop his great project: the Biturbo. The poor Khamsin sold poorly until 1982, but God knows the last few years were hard: only 26 examples were sold between 1980 and 1982. A total of 435 units were produced, 155 of which were for the American market. This Maserati Khamsin left the factory in 1976 and was exported to Germany to be sold new. Today, it is painted in a beautiful red colour and appears to have been repainted recently. As a European version, it fortunately escaped the American stylistic disfigurement to meet the current standards and we can therefore enjoy its pure Maserati style line offered by Marcello Gandini. Inside the cabin, a luxurious atmosphere emanates with a profusion of beige leather with a nice patina. The seats are more comfortable than enveloping and the driving position is quite pleasant. In front of the driver are the two characteristic Maserati meters graduated up to 300 km/h and 8000 rpm. Mechanically, the 320 horsepower V8 purrs wonderfully, well clamped to the leather steering wheel, but beware of oversteer! Despite our conclusive test drive, we recommend a general overhaul of the car in order to travel with peace of mind. Very elegant and mechanically efficient, our car is ready to hit the road as soon as possible. Treat yourself to a must-have from the 1980s with an aesthetic design that has come back into fashion recently and a genuine Italian V8 with an exquisite sound.