![Illinois Auto Dealers Sue State Over Rivian’s Direct-Sales Model [UPDATED]](https://www.thetruthaboutcars.com/wp-content/uploads/2021/03/rivian-suv-610x407.jpg)
Maserati’s Quattroporte has always been a large, sports-oriented luxury sedan, though the sports part occasionally waned in its influence. Through six total generations to date, Quatroporte serves as the pinnacle of the company’s sedan offerings.
Let’s have a look at where it all started, with this stunning first-gen example from 1967.
The Quattroporte’s history began in 1963, when Maserati introduced the all-new super sedan at the Turin Motor Show. Crafting the model’s lines was well-known designer Pietro Frua (who designed the Glas Coupe shortly thereafter). The shapely sedan was an important moment in Maserati history, as it was the firm’s first large sedan, and the first powered by a V8.
Known as the Type 107, production started in earnest in 1964. Maserati farmed production out to Vignale, and the Maserati Indy generously donated its platform to the Quattroporte — as well as its engines and transmissions. Through the first generation it utilized a 4.1-liter V8, supplanted by a 4.7-liter unit later in production. Said engines were paired to a five-speed manual or three-speed automatic produced by Borg-Warner. The 4.1-liter produced 260 horsepower, which made for a heady top speed of 143 miles an hour (230 kph).
Quattroporte took its place among other high-performance Euro luxury sedans of the period, like the Lagonda Rapide and Facel Vega Excellence. All were grand touring cars which hit over 200 kph as their top speeds. While the first Quattroporte did make the journey to the U.S., before it arrived its dual rectangular sealed-beam headlamps were replaced by twin circular units (as dictated by regulation). The first run of cars lasted through 1966; some 230 were made.
By that point, Maserati wanted more power and a slight rethink.
Late in 1966, a revised version debuted as the Series II. The new version brought twin headlamps to all examples, and the rear De Dion suspension setup was replaced by a solid leaf spring. Interiors on Series II Quattroportes were upgraded over the first version, featuring more wood and luxury. At that time, the 4.7-liter was added as an additional-cost engine. Power reached 286 horses, pushing the model’s top speed to 158 miles an hour.
Series II lasted only through 1969, with around 500 examples distributed worldwide. The Quattroporte name went dormant for a while, until it was brought back as Quattroporte II in 1976. By then it was related to the Citroën SM, and was front-wheel drive.
Today’s burgundy-over-tan Quattroporte is in very good overall condition. With the 4.1-liter engine, a manual transmission and 53,000 miles, it’s priced upon request.
[Images: seller]
That, just do that. Find a platform and make that the hat. Done.
When ones speaks of ‘halo cars’ this model must be considered. Maserati has been associated with lots of duds, but their marque and the Quattroporte name still have cachet. And this model is one good reason why they do.
Still if I wanted a large, European derived car from the 1950’s/60’s, although it is a 2-door, I would still prefer a Dual Ghia.
If I die and a couple of down-and-out slackers need to dress me up in a suit and sunglasses, drag me out to parties and pretend I’m alive to collect my fortune someday, I hope they drive me around in the back seat of one of these.
A weekend at Astigmatisms I see. Bernie approves
Was this the Maserati that Joe Walsh was singing about driving and losing his license?
That was probably a Merak.
That Merak won’t do one-eighty-five – not with a six. Maybe a Bora?
(Or maybe “my Maserati” just flowed better in the lyrics…)
This has been discussed before. He apparently owned a 500GT. I don’t know if he owned other Maseratis. I think public opinion falls on the side that no stock Maserati could go that fast by the late 1970s. Definitely not a stock Merak. So either Joe Walsh’s car was hot-rodded, or he was just exaggerating. Or the car’s speedometer was exaggerating.
https://www.reddit.com/r/cars/comments/9xt99l/which_maserati_model_is_referenced_in_the_song/
https://www.stuff.co.nz/motoring/102435665/life-isnt-that-good-for-joe-walshs-maserati
On that note, who wants to try driving *anything* at 158mph on 1966 tires? I wonder how long that would have lasted before something bad happened.
Pirelli (pictured on the car) marketed its first radial tires (tyres) in Europe in 1953 – so the 1967 ones might not be so bad.
[First “U.S.” OEM radial offered as standard equipment was the 1970 Continental Mark III with Michelins.]
I never realized the Quattroporte went back this far. I don’t think I’ve ever seen a 1st gen before. Nice
I think finding a II might be the biggest challenge.
Beautiful, classy and fast. What a gorgeous ride. Unfortunately it’s probably as reliable as the Jaguar it looks so much like.
The proportions of this car are absolutely magnificent.
I think this car’s ugly.
Flame away!
Not ugly, but an inferior expression of the same idea that the Jaguar XJ Series 1 hit out of the park.
Jag would have s*itcanned – I mean, sacked – someone for putting that front end on a XJ.
I think it looks good. The front face is a touch goofy but the rest is well done.
I do agree the Jag did it better but I also believe that Jaguar built the best looking 4-door sedans of all time.
I love how the front marker lights mirror the shape of the rear clusters exactly.
Will not disagree with that.
Regarding tyres of the 1960’s. Remember all too well just how bad they were.
Then went with the first radials from Firestone, the 500. On 2 different occasions had 1 of those, each less than 6 months old, ‘blow’ out on me, at highway speeds. On an acquired brand new Pontiac Grand Prix SJ. Not fun at all.
Have never shod any of my vehicles with Firestone branded tyres ever since. Even the Explorer that I had for a few months, had replacements on it.
Agreed. Goes to show how far ahead American car styling was at the time–but also how nice would it have been to have these kind of mechanicals under the skin.
They did pretty well side on, which almost everything of that low era did, but it’s so narrow – 67 inches – that the proportions are completely shot from every other angle. That busy mess of a front end would probably work fine with another foot to spread it out.
Everything sounds better in Italian! pantaloni bagnati!
“Late in 1966, a revised version…the rear De Dion suspension setup was replaced by a solid leaf spring.”
De Dion rear suspension would have kept the first gen Corvair going for another five years.
Dude, you rear-ended someone in your Jaguar? Bummer.