Afew days ago, Maserati revealed the sixth generation of its flagship saloon. Although it hasn’t disclosed all the details, we know that the all-new Quattroporte is bigger than its predecessor, more luxurious and loaded with the latest tech features and a V8 engineered by Ferrari that sends power to the rear wheels.

The Modena-based manufacturer knows very well that its latest model enters a class that’s getting pretty crowded. Back in the 1960s, when the first generation was launched, competition was minimal. Nowadays, no niche is taboo for anyone so Maserati has to compete with the likes of the Porsche Panamera and the Aston Martin Rapide.

Until we learn all there is to know about the new Quattroporte we can afford to take a short journey back in time to meet its ancestors.

 

Quattroporte I

1st series: 1963-1966

The 5000GT coupe that was coachbuilt specifically for Aga Khan in 1961 was the inspiration for stylist Pietro Frua who designed the first-generation of Maserati’s four-door sports saloon that could be ordered in four- or five-seat configuration.

The “Tipo 107”, as was its internal designation, featured an all-new steel monocoque chassis with a double wishbone front and DeDion rear suspension. Its 4.2-liter V8 was fed by four Weber 38 DCNL5 twin-choke carburetors and put out 256HP and 40 kgm (290 lb-ft) of torque.

The Quattroporte reached a top speed of 210-230 km/h (131-144 mph) depending on engine, gearbox (a 5-speed manual or a 3-speed auto) and final drive, which made it the fastest saloon of the ‘60s.

2nd series: 1966-1970

Just three years after its launch, Maserati updated the Quattroporte, making the twin headlights that were available in the U.S. versions standard across the range.

The rear suspension was replaced by a live axle with leaf springs. The two-valve per cylinder V8’s capacity increased to 4.7 liters, with output and torque rising to 286HP and 43 kgm (312 lb-ft) respectively.

Total production of the first two series, which were built at the Vignale factory, reached 772 units and customers included celebrities such as Prince Rainier III of Monaco and actors Sir Peter Ustinov, Marcello Mastroianni and Anthony Quinn.

 

Quattroporte II: 1974-1978

Platform and parts sharing are certainly not a new thing: having acquired Maserati, Citroen decided to build the second generation of the Quattroporte around an enlarged chassis of its own SM saloon. The bodywork was designed by Marcello Gandini, who was working for Bertone at that time, and replaced the curves of the original with a more sharp-edged shape.

The Citroen connection also resulted in the second Quattroporte (AM123) being front-wheel drive (!) while also ditching the Italian V8 in favor of a 3.0-liter V6 based on that of the SM with 187HP and a top speed of 200 km/h (124 mph).

In 1975, engine capacity increased to 3.2 liters and power to 197HP. It still wasn’t enough for a car with a 3.07 m wheelbase that weighed 1.6 tons.

Adding insult to injury, Citroen quit Maserati in 1975, making things even worse.

Needless to say, the car was a huge failure as it fell out of favor with its supposed clientele, who didn’t consider it a true Maserati. Not only was it front-wheel drive, but it was much slower than its predecessor. Just 13 cars were built, most of which were sold in the Middle East and Spain.

Quattroporte III: 1979-1990

The dark clouds that were looming over Maserati, due to its debts, were lifted in 1977 when it was purchased by Alejandro de Tomaso. The Argentinian businessman and racing driver was on a buying spree since, apart from his own company that was founded in 1959 in Modena, he bought Maserati and Innocenti, the Ghia and Vignale studios and the Benelli and Moto Guzzi motorcycle manufacturers.

A new, enthusiastic owner meant a fresh start for Maserati. The third generation of the Quattroporte, code-named Tipo AM 330, was designed by ItalDesign’s Giorgetto Giugiaro and returned to the company’s roots.

This meant a V8 in 4.2- and 4.9-liter versions with 242-251 and 266-278HP respectively driving the rear wheels via a 5-speed manual or a 3-speed automatic gearbox and, despite weighing more than 2 tons, a top speed of 215-230 km/h (134-144 mph).

In 1981, the 4.2 was discontinued and the 4.9 became the sole version until 1987, when it was superseded by the Royale version that produced 296HP.

With the Quattroporte III, Maserati regained its customers’ support and sold a total of 2,141 cars.

 

Quattroporte IV: 1994-2001

Three years after production of the Quattroporte III ceased, Maserati changed hands once again since De Tomaso, who had begun offloading his companies and had a stroke in 1993, sold it to the Fiat Group.

Marcello Gandini, who had made a name for himself by designing the Lancia Stratos, the Lamborghini Countach, Urraco, Espada and Miura, and the Bugatti EB110, was tasked with penning his second Quattroporte after the ill-fated II.

The Quattroporte IV was based on the 430, the four-door version of the Biturbo coupe. Its rear wheels were powered by a four-valve per cylinder 2.8-liter V6 with twin turbochargers and an output of 280HP or, to circumnavigate the Italian car tax system, a 2.0-liter version of the same engine that, strangely, was a bit more powerful at 283HP.

Top speed for both versions was 255 km/h (158 mph). In 1996, a 3.2-liter twin-turbo from the Shamal joined the range, producing 330HP and allowing the sports sedan to achieve a top speed of 270 km/h (168 mph).

Fiat decided in 1997 to hand over control of Maserati to Ferrari. Under its guidance, half of the car’s parts (400 out of 800) were changed or improved when the revamped Quattroporte Evoluzione rolled out the following year.

Quattroporte V (2004-2012)

Pininfarina’s designers must have been truly inspired when penning the fourth generation of the Quattroporte because, despite being significantly larger than its predecessor, its bodywork was simply stunning.

The Quattroporte V made its debut at the 2003 Frankfurt Motor Showbefore going on sale next year and was powered by a Ferrari-sourced 4.2-liter V8. Its 394-ponies were directed to the rear wheels via a transaxle transmission, which improved weight distribution, and were good enough for a sub-6.0 seconds 0-100 km/h (0-62 mph) acceleration time and a top speed of 269 km/h (167 mph).

Said transmission was a Ferrari-derived semi-automatic, which was also used in the 3200GT/Coupe as the CambioCorsa and was improved and renamed the Duo Select for the four-door sports saloon.

Its harsh gear changes, along with reliability issues, made Maserati redesign the underpinnings to fit a conventional, 6-speed automatic gearbox supplied by ZF in early 2007.

The plain-vanilla Quattroporte was joined in 2005 by the Sport GT, which featured changes in the suspension, transmission, exhaust and interior and 20-inch alloy wheels.

In 2006, the V had sold over 5,000 units. A year later the Sport GTS came along, with yet another suspension set-up revision and 433HP, and at the end of 2008 Maserati unveiled a revamped version and the 424HP Quattroporte S.

 

By Andrew Tsaousis

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