Maserati's replacement for the ageing Ghibli was the 3200 GT. The 3200 GT took Maserati to a new level in terms of finish and technology. Maserati launched the 173 mph 3200 GT at the Paris Motor Show in 1998, it met with immediate success.
The design of the 3200 GT was the work of Giorgetto Giugiaro and his Italdesign team: the front section was the most delicate part of the research process but the outcome was very much in the consolidated Maserati tradition. On the way, the designers wings and, in three-quarter view, created the strong sensation of a booted saloon. The tail; following exhaustive wind tunnel tests, the Italdesign team plumped for a stubby tail to which the rear lighting clusters add an emphatic note, being unconventionally restricted inside two slender LED "boomerang" strips.
"We believe we have played our part in the creation of a car that truly evokes the emotions of the past and have succeeded in launching the Maserati revival into the new Millennium in a style worthy of the brand's great tradition," was what Giorgetto Giugiaro had to say about his 3200 GT, the first Maserati for years to abandon the boxy look of the recent past and delve back into the brand's roots with a reflection of the softly rounded bodies of the cars that made Maserati world-famous in its Golden Age.
The 3.2 90° V-8 turbocharged engine on the Maserati 3200 GT developed an impressive 370 bhp (271 Kw) at 6250 rpm with torque exceeding 491 Nm (50 kgm) over a broad 2700-5500 rpm range. This engine was practically noiseless and vibration-free thanks to a perfectly balanced crankshaft featuring 90° cranks mounted on a one-casting engine block that had been stiffened by connecting bearings to the crankshaft.
The turcocharging system adopted "mixed flow" turbines that made for a response time that is 20% quicker than that
achieved by traditional methods, offering superb acceleration from a standing start (0-100 km/h in just 5.12 secs)
and equally impressive pick-up from low speeds, which added up to outstanding flexibility.
The key to the car's spectacular performance and driveability was its F1-type "Drive-by-Wire" integrated ignition/injection management system. This system was fully integrated with the ASR traction control and the automatic transmission on the automatic version of the 3200 GT.
The transmission layout was a classic type: longitudinal front engine and rear wheel drive; 9.5 inch single dry plate clutch with twin spring drive and pull-type rather than push-type clutch release. It was an ultra-sophisticated, hydraulically controlled system that made for a much lighter clutch action.
The gearbox fitted in line with the engine, offered six forward speeds plus reverse and was equipped with triple cone synchros on 1st and 2nd, double cone for 3rd and 4th, and that also meant a smoother engagement.
The chassis consisted of a sheet steel bearing body complete with a tubular frame at the front that is rigidly connected to the bodyshell and which served as a support for the engine and the front suspension assembly. Another tubular frame at the rear was flexibly connected to the bodyshell and provided support for the rear diff and suspension.
The suspension system adopted deformable double wishbone geometry at front and rear incorporating forged aluminium links and rigid integral couplings. The front and rear hub-holders were also in forged aluminium, a material chosen to minimise the car's unsuspended masses. The bearings were third generation twin-flanged type. In addition the rear suspension assembly incorporated a toe-in regulation or `false steering' bar, which enhanced both the precision of the drive train and ride comfort. The front and rear suspension geometry also incorporated "antidive" features to prevent nose-dive under braking and "squatting" in acceleration. The final touch to this sophisticated suspension system was supplied by the front and rear anti-roll bars. The aluminium shock absorbers were coaxial with the coil springs and a damper control system with separate actuator for each damper was available as an optional extra.
The sophisticated ASR traction control system (supplied by Bosch) used both engine management and the ABS braking system. It comprised an electrohydraulic control unit that delivered pressure to the braking system and backed up the main control unit with its four wheel-speed sensors.
The braking system, produced in partnership with Brembo, was designed to match the car's performance. It comprised four big perforated and ventilated discs (330 x 32 mm at front, 310 x 28 mm at rear), with forced cooling channels on the front discs. The four pistons aluminium calipers measured 38/46 mm at front, 30/34 mm at rear. The pistons on the front calipers adopted F1-sive to the driver whether on the road or on the track. Indeed it is very hard to push this Maserati beyond its roadholding limits.
For additional driving pleasure the Maserati 3200 GT owner can even choose between a Normal and a Sport style simply by pressing a button on the facia. |
