Citroen SM Group, owners, foto, test drive, engine, body and other CITROËN SM MORE THAN A DS IN DRAG In its day th...
Citroen SM Group, owners, foto, test drive, engine, body and other


In its day the Maserati-powered Citroën SM was one of the greatest GTs around and the choice of numerous GP drivers, such as the late, great Mike Hailwood, because of their speed and comfort. But, like the DS on which it is broadly based, you either love or hate the idiosyncratic SM and if you’re the former expect to pay £30,000 (actual model and year makes little difference) for a cracker, although you can buy one for a third of this, especially in France. And like our XJ-S, you largely get what you pay for with a cheap ‘bargain’.
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  •   BimmerPost reacted to this post about 8 months ago
    On track in SM - sadly not mine... #1973-Citroen-SM / #1973 / #Citroen-SM / #Citroen

    1973 CITROEN SM

    DAVID LILLYWHITE @Drive-My David

    The Caterham has been returned to the factory, now the Academy season is over. The MGB and Saab are reunited in a barn down the road. And the SM is back, awaiting my attentions after BL Autos made such a nice job of realigning the front chassis legs, repairing a previously hidden rust spot further back on the engine bay chassis members, and refitting engine, gearbox, brakes, steering and suspension.

    In case you’ve missed a couple of episodes, I had done all that before the chassis problems were spotted, so I asked BL Autos to strip and rebuild the engine bay. It cost me £1000 but I really couldn’t face doing all that work again.
    Inevitably, my enthusiasm for the project was beginning to wane, roughly in parallel with the emptying of my bank account. But along came SM guru Andrew Brodie with his well-campaigned SM, fresh from a fourth place on the Mini Britannia, to the Drive-My track day at Goodwood, and he let me out to play in it.

    On a wet and shockingly slippery track, the long, heavy Citroen appeared to have no grip at the rear, slipping and sliding this way and that. But as the track began to dry, the SM demonstrated handling and poise worthy of much smaller, sportier cars. It rolled about, the rear wheels skittered; but when it did let go it was easy to catch, and it just flew round the track, prompting smiles, amazement and perhaps just a little fear from other drivers.

    I loved it. Balancing the weight of the big SM on its hydropneumatic suspension was as satisfying (perhaps more so) as driving a more obviously track-orientated car around the fast Goodwood circuit. I went home feeling inspired. It’s SM time again!
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  •   time2000 reacted to this post about 11 months ago
    Not one but two CITROEN SM PRESIDENTIELLE were build in 1972 for the President of the French Republic, Mr. Pompidou. The first official ride was with Elizabeth II. The CITROEN SM PRESIDENTIELLE comes with a #V6 MASERATI engine 2,7 L and a 5 speeds manual gearbox with a low 1st speed to drive slowly for a long period avoiding heating issues.

    / #1972 / #Citroen-SM-Presidentielle-2.7L / #Citroen-SM-Presidentielle / #Citroen-SM / #Citroen / #Maserati-V6
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  •   David Lillywhite reacted to this post about 1 year ago
    SM provides sniff of affordability / #Citroen-SM / #Citroen / #1971-Citroen-SM / #1971 / #Citroen-Maserati / #Citroen-Maserati-SM / #Maserati-V6

    There seems to have been a recent easing of Citroën SM values, which has to be excellent news for those of us who still harbour semi-realistic dreams of owning one some day in the future. Classified asking prices have yet to budge, but several have struggled at auction lately on both sides of the Channel.

    Most significant was the #French-registered car recently sold by #Historics-at-Brooklands . Billed as one of the best SM’s available, it looked indecently good in a Flat grey with an even Finish and good panel it, and came with an encouragingly full history folder. Our guide price supported Historics’ £38,000-£44,000 estimate, but the bidding only made it to £34,000 – an amount the seller proved willing to take.

    Keep an eye on these – there are limited numbers of good ones about and it is hard to imagine them ever looking other than futuristic.
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  •   otren9 reacted to this post about 2 years ago
    An SM shines in Paris, Market indicators

    / #1972-Citroen-SM £100,212 / #1972 / #Citroen-SM / #Citroen /

    Artcurial, Paris, February 9 This was an exceptional result for an SM, even given this was an exceptional example. With only 4000km covered since a €150,000 restoration in 2014 this still looked like a new car, in the stunning colour combo of Orient Blue with blue leather interior. Even then, it raised eyebrows with the bullish upper end of its £53,000- £80,000 estimate, but you can’t argue with this kind of quality. We’ll be watching SMs carefully.
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  •   otren9 reacted to this post about 2 years ago
    ‘Assistant editor Keith Adams was tempted but bailed out and suddenly it seemed crazy not to buy it'

    CAR: #1973-Citroen-SM / #1973 / #Citroen-SM / #Citroen /

    CAR: David Lillywhite Editor American beauty?

    I sometimes wonder if we unwittingly try to out-idiot each other on car magazines. I was chatting to another editor recently and he said I've just bought two Jensen Interceptors for £1000'. I was impressed, but was able to counter with I've just bought a Citroen SM project unseen in the States'. From the embarrassed silence around the table, it seemed I'd won. It was all assistant editor Keith Adams' fault. He'd been chatting with SM guru Andrew Brodie about how good it would be for one of the Drive-My team to own an SM. Before we knew it. Andrew had sourced a project car and was metaphorically dangling it in front of us. Keith was tempted but bailed out, the others just smiled politely, and suddenly it seemed crazy not to buy it.

    The car was one of several project SMs owned by classic Citroen specialist land ice racing champion) Dave Burnham in New York state, an old friend of Andrew's. In fact, Andrew had already bought it from Dave for a few thousand dollars, without knowing what he was going to do with it - at least until I agreed to buy it at cost. Admittedly, I'd loudly proclaimed that I was never going to buy another rusty classic ever again, and I had a £15,000 budget to spend on, well, something. It was going to be a 911, but after spending months looking I had to admit that I can't afford a decent pre-1973 and that I don't really like the later cars enough. And there's no room for my increasingly lanky daughter to sit in the back. An SM for £15,000 might be OK or it might need an engine overhaul, new suspension spheres, a transmission rebuild, body repairs... You get the idea. So I've convinced myself that yet another project is the way to get the car I want. The car I've bought has a dented rear wheelarch, scruffy paint, a few patches of light surface rust, but no serious corrosion except in the boot.

    The gearbox is good, the suspension has already been overhauled, the seats are presentable except for a couple of areas of loose stitching and there's nothing missing. The engine runs well - there's a video on the Drive-My website - but to be safe it needs to be stripped and rebuilt, which Andrew has offered to do for a fixed price. He also has a European front end available, to replace the ugly US-spec headlights, and an uncracked dashboard top. The body, minus engine, will go off to the local paintshop who painted the MGB (twice, after its fall from a workshop's ramps). We reckon that the project will cost around £15,000, including shipping from the US. And while it's on the boat I'm going to try and get the MGB finished (the blown engine is being rebuilt) and the historic race kart back together II relented and had the chassis blast-cleaned, and it's now resplendent in sparkling red). An idiotic plan? Maybe.

    Above One scruffy Citroen SM, waiting for shipment to the UK; interior is as wacky as the overall driving experience.
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  •   Russ Smith reacted to this post about 2 years ago
    Spot the difference…

    CAR: #1973-Citroen-SM / #1973 / #Citroen-SM / #Citroen

    OWNER: David Lillywhite

    Progress has been made! I’ve spent several happy evenings in the garage now that temperatures aren’t quite so low (and I’m not feeling quite so lazy), and have moved closer to the point at which we’ll be able to fire up the SM’s Maserati V6 for the first time. When I say ‘we’, I mean myself and friendly guru Andrew Brodie, who has been gently nagging me to get on with things for several weeks now. He’s about to return from holiday, so I’m hoping he’ll be pleasantly surprised, even if the picture below doesn’t look very different from last month’s view.

    I started by cleaning the triple carburettors and bolting them into place, connecting up the linkages and cables. Then it was on to the cooling system, cleaning the hoses, working out how to thread them through the labyrinth of pipes and fittings, and connecting up the repainted radiator. The electrics seem, so far, relatively simple, although I was lucky that BL Autos had kindly wired up the twin Lumenition ignition conversion when the car was in for chassis work. I need to re-bind the engine loom, though.

    The pictures I took on stripdown have bailed me out of a world of pain: just working out how to route the oil cooler hoses, determining which way round a hose fits, and so much more would have been impossible without them. My laptop is looking a bit shabby after all the hours it has spent in the garage, but that’s a small price to pay for access to hundreds of images.
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  •   Russ Smith reacted to this post about 2 years ago
    Double the work?

    CAR: #1973-Citroen-SM / #1973 / #Citroen-SM / #Citroen

    OWNER: David Lillywhite

    One of the golden rules of restoration has to be not to lose momentum. Of course I’ve broken that rule many, many times over the years, and most recently with the Citron SM.

    It all started well over a year ago when the semi-complete SM had to be dismantled to fix a bent chassis leg and fractured suspension mount that had gone unnoticed. A little bit of enthusiasm died temporarily, a few new projects (a house restoration, Caterham racing, MGB tweaks, the usual nonsense) gained priority, and suddenly the Citroen project had slipped a few months.

    SM super-guru Andrew Brodie and the guys at BL Autos came to the rescue, and we got the rebuilt engine reinstalled and running. I was so proud I even posted a video of the first start-up on YouTube - but that was last spring! Since then, with more house upheaval, an effort to attend even more classic events, and an apparent acceleration of the space-time continuum, I don’t seem to have made much progress over the last few months.

    I think what really stalled me was my attempt to fit the mechanisms of the swivelling and tilting front lights. My car had a fixed-light US-spec front end. Andrew found me a European front end and all the crazy mechanical and hydraulic linkages that go with it. But can I work out how they fit? No I can’t - and that's where I left off.

    Now, of course, I've got several hours of work ahead of me just trying to fathom out what I was up to when I abandoned ship. Why is the steering column binnacle stripped down, when I clearly remember assembling it last year? How far did I get rebinding the engine bay wiring harness? What the hell are all these bits of rubber trim doing everywhere! I feel like I’ve doubled the amount of work needed.

    I know it sounds like a nightmare but actually it’s all part of the fun. I enjoy the total immersion of fiddling around with what was one of the most complicated cars in its day, and the highs of discovering how something bolts together. I love how good the car is beginning to look and the stunned expressions it prompts from friends and neighbours - six-year-old Connor next door has apparently memorised SM specifications. That I’m a full year behind schedule isn’t worth worrying about because this is a hobby, it’s meant to be fun and, when it stops being fun, it’s only sensible to drop it for a while.

    Now, though, it’s time to get back on it, and I’m making a list of what's left to be done. In many ways the car looks much worse than it is, because in less than half-an-hour the wings and bonnet will bolt back into place and it will look complete.

    So, first job is to route the tilting light mechanism control system from the rear suspension, along the passenger side inner sill, to the front end. Then the swivelling lights need to connect to the steering rack, which I’m still confused about, but Andrew has promised to enlighten me.

    The thin alloy outer sills need straightening and repainting and the lower front valance needs to be fitted. At the other end, the repaired stainless steel rear bumper has to be picked up from BL Autos in Welwyn Garden City and refitted.

    The interior is more or less finished but one electric window switch has packed up, and one window motor is a bit slow and needs a rebuild. The refurbished (now complete with iPod connection) original radio needs to go in, while the brand new footwell carpet needs to be unstuck to access the overlooked interior light switch wires, which are currently lost somewhere in the A-pillars.

    In the boot, I need to cut some more carpet, retrim the parcel shelf and somehow remake the rear window interior trim surround.

    And that's it. If I say it quickly, it seems like nothing at all.
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  •   Quentin Willson reacted to this post about 2 years ago
    Taking stock – and moving forward #1973 / #Citroen-SM David Lillywhite / #Citroen /

    When I was a kid, the Citroën SM was reckoned to be the most complicated car in production. I knew that, and I’m sure that should have stopped me from wanting to restore one. But it didn’t.

    Every now and again, though, I hit panic mode. The bulk of the restoration is now complete, but it’s the detail that takes so much time. Which way a cable routes through the engine bay. Which screw in the bag of 20 that I so conscientiously marked up over a year ago is the right one for a particular fitting. What the hell the smudged label says on the bag of unidentifiable brackets.

    And then there’s the mess I seem to make, and the lack of space in my double garage, especially when at least half of the available space was taken up by parts removed from the car. At least that situation is improving as I refit more bits.

    Anyway, what I’m building up to is that this project was temporarily overwhelming me. A visit from deputy editor Mark Dixon helped; we pushed the car out of the garage to give it a good look over, and I made a full list of all the jobs that need doing.

    Some of the jobs on the list are ridiculous. Fitting the fuel filler flap! And the badges on the C-pillars! They should be easy to cross off the list, and that will make the last stretch a lot less daunting. Others will be tougher to achieve.

    The next big step is still to start the engine, for which I need the expertise of SM man Andrew Brodie. First there’s Octane deadline week to get through, and then I’m hoping I can drag him here to help.

    Meantime, I’m still to finish the engine bay wiring, and then I’m going to concentrate on clearing space in the garage. If I make the final adjustments to the door window frames, then I can fit the interior door trims and handles. If I climb inside the boot to fit the small lever that’s part of the self-levelling headlight mechanism onto the rear suspension then I’ll be able to refit the many sections of boot carpet, which I’ve freshened up with black aerosol paint.

    That leaves the European-spec nosecone, which I need to dismantle, clean up and paint in Citroën Gris Nacré silver, which Autopaint Rochdale (www.autopaintrochdale. com) mixed up for me a while back. I’ll carry on crossing bits off the list...
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  •   David Lillywhite reacted to this post about 2 years ago
    Citroen SM V8 we driving the reborn prototype. Citroen Cars destroyed its SM V8 prototype when #De-Tomaso took over. So one enthusiast built his own - with the original engine. Words Robert Coucher Photography: Cathy Dubuisson.


    For decades. Citroens have been enormously advanced cars let down by distinctly pedestrian engines. And as Citroen destroyed its only #Citroen-SM V8. you'd either have had to build your own - or visit Georges Regembeau.

    Regembeau. born in 1920. first got into engineering at the age of 14, when he built a tractor. At 17 his innovative repair of a road-tarring machine (which had broken down outside his home) earned a handsome sum from a Mannheim company, which patented his modification. So he bought himself a car: a #Citroen-Traction-15/6 .

    After World War Two, he rallied it and even entered Le Mans, and realised the chassis could cope with more than just 77bhp. So he devised his own mechanical fuel injection and supercharged it. For good measure he built a six-speed gearbox, which endowed the Traction with a 131 mph top speed - verified by an officially timed run at Montlhery.

    Regembeau supercharged another four 15/6s for customers, then moved on to develop various modifications to improve the reliability of the Citroen DS. Besides work to make the hydraulic seals more oil-tight, he devised a five-speed gearbox, greatly improving the car’s refinement and economy on the new autoroutes. Then he moved to tuning and. with judicious changes to its cylinder head and induction system, the later #Citroen-DS21ie was capable of a staggering 138mph.

    Soon Regembeau found himself peering beneath the Citroen SM's elegant bonnet. With the oil shock of 1974. Regembeau began proposing a diesel conversion to SM clients whose engines were giving them problems. He had already built an 85bhp 2.0-litre four-cylinder diesel for the #Citroen-DS and, by the early 1970s experiments with #Bosch mechanical injection and successive increases in capacity to 2.7 litres produced a reliable 180bhp - enough to push the 1450kg SM to almost 125mph.

    But there was life in the petrol V6 yet. Regembeau understood the V6's flaws and realised that nothing short of ground-up re-engineering would make it run reliably. Starting from the bottom end, he revised the crankshaft, main bearings and piston liners, installed solid valves and redesigned the cylinder heads using better quality steel. He also redesigned the primary timing chain with better lubrication and added automatic tensioners to this and to the secondary belt, which drives the alternator, air-con compressor and the hydraulic steering and suspension systems.

    Regembeau's revisions to timing, induction and exhaust manifolds lowered peak torque from 4000rpm to a more relaxing 3000rpm, while power went up to an impressive 240bhp with triple Weber 48 carburettors. Allied to Regembeau's own six-speed gearbox, the Citroen SM RG was a 150mph car.

    Son Patrick gradually took over the business from a very reluctant father and today, like his father used to, he works alone - although his mother is also an accomplished mechanic who has certainly served her time in the workshop. Visit http ://citroensmregembeau.

    Everyone who is vaguely interested in motoring loves Citroens - but very few of us actually have the courage to own one. That's unfair, because early Citroens, such as the #Citroen-Traction-Avant and the #Citroen-2CV , were as tough as any car. But with the arrival of the DS, Citroen came over all avant-garde and, although it was powered by cheap and simple engines, the hydropneumatic suspension and brake system frightened off owners in the days when many people actually serviced cars themselves. The DS was superbly French but rather too idiosyncratic for most.

    The fabulously outrageous SM was the same, only more so. Styled by #Robert-Opron and fitted with a #Maserati-V6 engine, along with the signature hydropneumatic suspension and brake system that Citroen doggedly stuck to, the SM was an exotic-looking creation. Unfortunately it was launched when the automotive industry - especially in France - was in chaos, the fuel crisis was about to hit and the car proved to be underdeveloped and unreliable.

    During the decades since, the SM was largely ignored by the mainstream classic car world, seen as an over-complicated underachiever. For years, old SMs could be seen smoking around less salubrious suburbs with bits of fragile trim hanging off and the brittle interior crumbling. But in the last few years prices have jumped as the SM has become a desirable icon of the 1970s. With specialists such as Garage Daunat and Regembeau in France and Andrew Brodie in the UK proving that SMs can be made to run reliably and their foibles remedied, interest has rocketed. Even Drive-My editor Eric Richardson is in the process of importing one!

    The SM was recently afforded a seven-page feature, so this is not the place to repeat all the history. And nor should it be, because the car we have here is not one of the ordinary 12,920 production models but a replica of a one-off prototype. In fact it's the only #Citroen-SM-4.1-V8 in existence.

    To the bafflement of many, Citroen purchased Maserati in #1968 and this gave it access to Maserati's engine department, headed by Giulio Alfieri who developed the 2.7-litre V6 for the #Citroen-SM . According to marque expert Marc Sonnery, and detailed in his upcoming book Maserati and Citroen Years 1968-1975, in the spring of #1974 Alfieri was tasked with developing a new V8 engine for the Maserati Quattroporte II. The old Indy/Bora #Maserati-V8 was deemed too heavy and out of date so the Merak V6 engine was the basis for a fresh and more efficient 4.0-litre V8, and the idea was to test it in an SM.

    Alfieri ingeniously enlarged the V6 by cutting it in the middle of the third cylinder from the front and mating it with a one-and-a-half cylinder section from another block. Perfecto! A lightweight V8 that sits behind the front-wheel-drive SM's gearbox.

    Marc Sonnery put the question to Cleto Grandi, who was head of tecnico in the late Alfieri's R&D department for Maserati, and he says: Since Mr Malleret (director of Maserati for Citroen) did not want to use the traditional V8, judged too long in the tooth and uneconomical, it was decided to make a Merak Plus 2 engine... we took a Merak block and welded two additional cylinders from another Merak block and this engine came together quite simply.'

    Grandi continues: 'It was installed in the same position as the six-cylinder except that, to make room for the two additional cylinders, we had to modify the bodyshell slightly in the area of the dashboard to be able to fit the coolant pipes.'

    The gearbox remained standard, as Grandi explains: Normal five-speed gearbox, yes. We practically did not change a thing... To be able to fit [the engine] in the car, we flattened, as opposed to cut, the firewall and it just fitted in. There wasn't a lot of spare space, however.'

    One of Citroens reasons for purchasing Maserati was because of the smaller company's ability to produce prototypes quickly and Alfieri's engineers were skilled at aluminium welding. Grandi says: The distributor, we obviously took one for a V8, I am sure we fitted a Bosch unit, and we made longer camshafts and crank. The most difficult part of the job was to cut the two engine blocks and then afterwards weld them on the inside. That was difficult because of water and oil flow... you have all these passageways which had to be machined and then the two parts of the V8 were placed together so that everything could be calculated, then a welding tool specifically made for aluminium managed to weld it all very well.'

    The compact V8 was secreted into the SM's engine bay using the standard gearbox and engine mounts, with the firewall tapped with a hammer' - as Grandi tactfully puts it - to accommodate the extra cylinders. The regular SM sound- deadening material had to be removed, the exhaust manifolds took a bit of work, and additional pipes had to be added to both headers at the correct angle.

    The standard SM chosen to take the prototype V8 was finished in Rio Red with a black interior - exactly like you see in these photographs. Ingegnere Alfieri land others] did about 12,000km with the car, using it not only as a test bed but also for his personal commute home,' says Grandi. There was troppo potenza (too much power) so we had to change the suspension settings. Then at the end of the testing and development stage we removed the engine and, as the car was by then in poor condition, it was dismantled and scrapped.'

    By 1975 Michelin had decided to sell “Citroen Car Company” to Peugeot along with Maserati, which was haemorrhaging money. Peugeot then sold Maserati to Argentinean industrialist and ex-racing driver Alejandro de Tomaso. A fiery character, he wanted all signs of Citroen totally expunged from Maserati's history and the Citroen SM V8 was one of the casualties.

    Although the original Rio Red SM bodyshell was crushed, the special engine was saved along with other important Maseratis, including a collection of historic racing cars. This collection was then preserved by the Panini family in Modena, where it was put on display at its Parmigiano cheese factory. In 1998 the SM V8 engine was sold to the German Maserati collector Hermann Postert, who displayed it on a stand in his home.

    In the summer of 2009, private collector Philip Kantor persuaded Postert to sell him the prototype engine, to realise a long-held ambition. My late father loved Citroen SMs,' says Kantor. The trouble was they proved somewhat unreliable so he owned five at once to ensure one would always be running. He thought the cars were great but underpowered. Discovering that Alfieri had created this one-off prototype V8, and researching exactly how he had gone about it, I knew I had to recreate it, using the original V8 engine. My father would have really appreciated the engineering challenge and most certainly the result.'

    Citroen SM specialist Frederic Daunat was entrusted with this personal project and recreated the V8 in accordance with the original prototype. And now #Drive-My gets the chance to drive this unique SM in the quiet rural surrounds of Herbeville, near Versailles.

    It's immaculately finished in the soft orangey hue that is Rio Red, wearing the rare composite wheels made by Michelin, and its smart black leather interior appears original. In fact, the SM V8 looks no different to a regular SM but, when the engine fires, the cat is out of the bag.

    And, mon dieu, it sounds good! There's a very angry Italianate rasp that promises a good deal of power. It was never dyno'd, but the 4.0-litre V8 is thought to be whacking out around 260bhp.

    The driver's seat is big and soft; the view over the curved dash and fat steering wheel clear. The clutch operates as it would in the V6 and the V8 provides plenty of shove off the line, while the gearshift moves around the heavily chromed gate beautifully. That fat steering wheel needs to be so because you really have to hang onto it - with high gearing and extremely strong self-centring, you cannot palm along with one hand.

    Frederic Daunat, who prepares rally- winning SMs. has beefed up the hydropneumatic suspension but the car retains that incredible gliding ability across the country roads. As instructed, the brake button on the floorboard has to be treated very gently and at first application the SM nosedives to a very sudden halt. It takes practice to learn how to toe it correctly and it is a bit disconcerting not having a brake pedal to feather into blind bends, but at least you are always assured that the 1459kg #Citroen will stop.

    But going, not stopping, is this car's intention and. boy, is it quick. The V8 engine note hardens at about three thou', then goes off the chart with enthusiasm. Minimal sound deadening meansyou hear it at work from inside, and what a wonderful sound. With super-sharp steering, immense brakes, a tautened chassis and a fabulous V8, this prototype replica is the car that the SM always should have been. It's fast, comfortable, totally sorted, and the added power allows you really to exploit the capable chassis and benign handling to the full. This impressive Citroen is exactly what the late Mr Kantor Sr would have enjoyed for his high-speed European motoring.

    The Citroen SM V8 prototype replica will be offered for sale at the Bonhams Le Grand Palais auction in Paris, France, on 5 February 2011; www. cars.

    The #Citroen-SM-V8
    ENGINE #Maserati 4100cc V8. DOHC per bank, four #Weber #42DCNF carburettors
    POWER DIN 260bhp @ 5500rpm (approx)
    TRANSMISSION Five-speed manual, front-wheel drive
    STEERING Rack and pinion, fully powered #DIRAVI
    SUSPENSION Hydropneumatic, front wishbones, rear trailing arms
    BRAKES Vented discs front, solid discs rear
    WEIGHT 1459kg (approx.)
    PERFORMANCE Top speed 155 mph
    0-62mph 7.1 sec (test drive)

    ‘Going, not stopping, is this car’s intention and, boy, is it quick. The V8 engine note hardens at about three thou’, then goes off the chart with enthusiasm’

    Left. Inside, it's the usual plush, deeply comfortable and slightly eccentric SM story, With added speed.
    Above. Carburettor trumpets prove the badge tells the truth - though this V8 was actually built out of two V6s.
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