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Initially known as Tipo 117 and later the Bora, the Maserati project got underway in October 1968 and a prototype was on the road by the summer of 1969. Shown in its final form at the Geneva Salon in March 1971, the first production cars were built later in 1971 and production ceased in 1978. In that time 524 Boras were built, 289 of which were 4.7s and the remaining 235, 4.9s.
The Bora has a combined steel monocoque chassis and body featuring a tubular steel subframe at the back for the engine and transmission. Suspension is independent all round (a first for a Maserati road car) with coil springs, telescopic shocks and anti-roll bars.
Citroën's advanced high-pressure hydraulics are used to operate the ventilated disc brakes, the adjustable pedal box, the driver's seat height adjustment and the pop up headlights. Wheels were 7.5 x 15-inch (380 mm) Campagnolo light alloy rims with distinctive removable polished stainless steel hubcaps to match the stainless steel roof panel and bumpers.
Engine-wise the Bora uses a subtly uprated version of the familiar Maserati DOHC 90° V8, with a displacement of 4719 cc thanks to a bore and stroke of 93.9 x 85 mm. Mounted longitudinally, compression was set at 8.5:1 and with four Weber 42 DCNF downdraught carbs and electronic Bosch ignition, the Bora could boast 310 bhp and 340 il/ft of torque at 6000 rpm. Weighing in at 1520 kg, top speed is around 165 mph and 0-60 and 0-100 take 6.5 and 14.6 seconds respectively. From 1976 the 4.9-litre engine became standard on all Boras these produced 330bhp at 5500 rpm.
As the Bora is a GT car, great attention was paid to reducing noise and vibration, the engine and five-speed ZF transaxle being mounted on a subframe attached to the monocoque via four flexible mounts. Also, the aluminium engine cover is trimmed in deep-pile carpet and the window between the passenger's compartment and the engine bay is double-glazed for noise suppression, a feature ahead of its time.
The body was created by Giorgetto Giugiaro for Ital Design, fabrication of the all-steel panels being contracted to Officine Padane of Modena.
The Bora stands1138 mm high and perhaps the most distinctive detail is the brushed stainless steel roof and windscreen pillars. The steering column adjusts for rake and reach, the driver's seat being height adjustable only. Instead, high pressure hydraulics move the pedal box, consisting of the brake, clutch and throttle pedals, forwards and backwards by around three inches, a first such application in the world for a production car.
I have owned my particular car a 1973 RHD 4.7 litre Bora since 1998. It has as you may expect been quite a temperamental car it is probably the most unreliable car I have ever owned but you forgive it that for the days when it is working properly and you can enjoy such a beautiful car. It behaves better with regular use, the main problems revolve around the high pressure hydraulics which need to be checked, but even with proper maintenance I have suffered two high pressure hydraulic failures over the years as well as various other smaller problems.
Parts have not proved to be a problem, the car is maintained by Bill McGrath Maserati and Andy Heywood always seems able to source any bits that are needed for the car. The biggest problem seems to be sourcing tyres of the correct size when they are needed. Bodywork has also needed to be kept on top of, the Italians didn't use good quality steel in the 1970's and the Bora was no exception and I have had to have a reasonable amount of bodywork done over the years despite the fact the car was fully restored in the 1980's, culminating a compete bare metal respray this year.
Owning it has been an experience, it is a unique pleasure owning such a rare supercar the only downside is having to keep explaining to people that no it isn't a Ferrari! I am lucky that owning it has led to many great experiences such as magazine articles (for example where my car was road tested by Derek Bell) and invitations to Goodwood for the Cartier Style et Luxe and the Performance car display at the Festival of Speed.
If anyone has any other questions about ownership feel free to ask them.
The Bora has a combined steel monocoque chassis and body featuring a tubular steel subframe at the back for the engine and transmission. Suspension is independent all round (a first for a Maserati road car) with coil springs, telescopic shocks and anti-roll bars.
Citroën's advanced high-pressure hydraulics are used to operate the ventilated disc brakes, the adjustable pedal box, the driver's seat height adjustment and the pop up headlights. Wheels were 7.5 x 15-inch (380 mm) Campagnolo light alloy rims with distinctive removable polished stainless steel hubcaps to match the stainless steel roof panel and bumpers.
Engine-wise the Bora uses a subtly uprated version of the familiar Maserati DOHC 90° V8, with a displacement of 4719 cc thanks to a bore and stroke of 93.9 x 85 mm. Mounted longitudinally, compression was set at 8.5:1 and with four Weber 42 DCNF downdraught carbs and electronic Bosch ignition, the Bora could boast 310 bhp and 340 il/ft of torque at 6000 rpm. Weighing in at 1520 kg, top speed is around 165 mph and 0-60 and 0-100 take 6.5 and 14.6 seconds respectively. From 1976 the 4.9-litre engine became standard on all Boras these produced 330bhp at 5500 rpm.
As the Bora is a GT car, great attention was paid to reducing noise and vibration, the engine and five-speed ZF transaxle being mounted on a subframe attached to the monocoque via four flexible mounts. Also, the aluminium engine cover is trimmed in deep-pile carpet and the window between the passenger's compartment and the engine bay is double-glazed for noise suppression, a feature ahead of its time.
The body was created by Giorgetto Giugiaro for Ital Design, fabrication of the all-steel panels being contracted to Officine Padane of Modena.
The Bora stands1138 mm high and perhaps the most distinctive detail is the brushed stainless steel roof and windscreen pillars. The steering column adjusts for rake and reach, the driver's seat being height adjustable only. Instead, high pressure hydraulics move the pedal box, consisting of the brake, clutch and throttle pedals, forwards and backwards by around three inches, a first such application in the world for a production car.
I have owned my particular car a 1973 RHD 4.7 litre Bora since 1998. It has as you may expect been quite a temperamental car it is probably the most unreliable car I have ever owned but you forgive it that for the days when it is working properly and you can enjoy such a beautiful car. It behaves better with regular use, the main problems revolve around the high pressure hydraulics which need to be checked, but even with proper maintenance I have suffered two high pressure hydraulic failures over the years as well as various other smaller problems.
Parts have not proved to be a problem, the car is maintained by Bill McGrath Maserati and Andy Heywood always seems able to source any bits that are needed for the car. The biggest problem seems to be sourcing tyres of the correct size when they are needed. Bodywork has also needed to be kept on top of, the Italians didn't use good quality steel in the 1970's and the Bora was no exception and I have had to have a reasonable amount of bodywork done over the years despite the fact the car was fully restored in the 1980's, culminating a compete bare metal respray this year.
Owning it has been an experience, it is a unique pleasure owning such a rare supercar the only downside is having to keep explaining to people that no it isn't a Ferrari! I am lucky that owning it has led to many great experiences such as magazine articles (for example where my car was road tested by Derek Bell) and invitations to Goodwood for the Cartier Style et Luxe and the Performance car display at the Festival of Speed.
If anyone has any other questions about ownership feel free to ask them.
