Maserati Mexico. Instruction

FOREWORD

The purpose of this instruction is to supply a brief description of car's specifications together

with general information on its assemblies for normal driving and servicing operations.
If you wish to obtain the best from your car in running costs, length of life and in reliability
of performance, you should follow our instructions. For operations which cannot be easily
carried out at the owner's garage without special tools and equipment, we advise our
Customers to refer to our dealers'
workshops where any overhaul and repair services will be promptly

and properly carried out.
In order to ensure the best performance of your car, original spare parts must be fitted.

CAR IDENTIFICATION

Each car is marked with its own identification number of this type:

AM 112

✫

. . . . . . . . . ✫

(4200 cc.)

AM 112

✫

. . . . . . . . . ✫

(4700 cc.)

which is stamped on the left side of the cross member,

between two stars as

Manufacturer's mark.
The engine's serial number is stamped on the clutch bell housing near the starter motor.
These Identification numbers are also stamped on the name plate, which is readily visible in
the bonnet, and are the only numbers legally recognised when the car is sold. They are
copied on the certificate of origin and on the car's log-book.

MAIN SPECIFICATI0NS AND DATA

MOTOR

Number of cylinders
Bore and stroke
Capacity per cylinder
Total capacity
Maximum power at 5200 r.p.m.

Compression ratio

Combustion chamber volume

4200 cc.

4700 cc.

8 90 ° V

88 x 85 mm

94 x 85 mm

517 cc.

588 cc.

4136 cc.

4719 cc.

260 HP

290 HP

8,5

68,933 cc.

78,75 cc.

Cylinder block in light alloy with special cast iron liners.
Cylinder heads in light alloy with overhead valves and inserted valve seats.
Hemispherical combustion chambers.
Crankshaft dynamically and statically balanced, with five main
Bearings and lead-lithium bearing shells.
H-pressed steel connecting rods; big end bearings with lead- lithium shells; small end

bearings with bronze bushes.
Light alloy pistons with two compression rings and two scraper rings.
Light alloy intake manifold with water circulation to heat the
f uel mixture.

TIMING

By inclined overhead valves controlled by four overhead camshafts which are driven
through two double chains with automatic tensioner.
The camshafts control directly the valves via cast iron cups.
Adjustment is made possible by means of autotempering steel plaque.
With a normal cold clearance between cups and cam lobes of 0,15 mm. for the inlet valves,
and of 0.35 mm. for the exhaust valves, the following data are obtained:

Inlet valve lift at T.D.C.
Exhaust valve lift at T.D.C.

LUBRIFICATION

Lubrification is of the forced-oil type on all engine components. It is supplied by means of
one concentric gear-type pump directly driven by the crankshaft. The pump sucks oil from
the oil sump and, after a full flow through a filter, forces it to the components to be
lubricated. The two filter cartridge are contained in a heat exchanger in which the cooled
water from the radiator and the oil to be filtered circulate inside flat copper ducts.

The heat exchanger has two purposes:

1° It helps to Warm up the oil in cold climates when water diverted by the thermostat does
not pass through the radiator.

2° It lowers the oil temperature in hot climates by means of the cooled water from the

radiator.

Right

Left

Right

Left

1.7

1.8 mm.

.067

.071 ‘’

1.8

1.4 mm

.071

.055 ‘’

The oil filter is located at the front end of the crankcase and can be readily dismantled.
The normal oil pressure varies between 43 and 72 psi depending on engine speed.
This pressure can be adjusted by means of the relief valve which is built into the filter.
The oil is supplied through the tank filler, and its level can be checked with a dipstick
which is fitted on the left side of the oil sump.
The oil capacity is approx. 16 pints.

COOLING SYSTEM

The engine is water-cooled and the cooling system is provided with a centrifugal
circulation pump and two electric fans which are controlled by two thermocouples fitted on
the radiator ; the fans are switched on at a temperature of 168° F – 188° F. Water flow
through the radiator is automatically controlled by two thermostats fitted on the cylinder
heads. This device ensure the warming up of the engine, especially when it is started from
cold.
The water temperature can be checked by means of an indicator fitted on the dashboard
and connected to a thermocouple fitted on the cylinder head.
The water temperature must not be higher than 212° F.
A water drain tap is provided at the bottom header of the radiator.

Total quantity of cooling water: 24.6 pints.

IGNITION SYSTEM

The ignition is controlled by a distributor fitted at the front right-hand side of the engine.
The BOSCH distributor is of the automatic timing type, and its shaft rotates counter-
clockwise when Viewed from the top.
The static advance is 8° which is equal to a piston stroke of 0,528 mm.
Automatic advance: 30° (on crankshaft).
Total maximum ignition advance: 38° (on crankshaft).
Cylinder firing order: 1 - 8 - 4 - 2 - 7 - 3 - 6 – 5.
Clearance between points of contact breaker: 0.4 mm.
Clearance between points of spark plugs: 0.5 mm.
Diameter and pitch of the long thread: 14 mm x.1.25 mm
Coil: MARELLI heavy-duty.

C LUTCH

The clutch Is of the dry-type with two plates (4700 cc. engine) or single plate (4200 cc.
engine) and a spring diaphragm. It is hydraulically actuated by two cylinders: one 3/4 ’’
master cylinder is fitted to the pedal control rod and the other, 7/8 ‘’, is connected with the

clutch.
The clutch pedal travel can be adjusted by means of a nut on the receiving slave cylinder; it
must be adjusted with 0.4 ‘’ free travel.

GEARBOX

The gearbox is of the constant mesh type; there are five forward synchromesh gears plus
reverse gear. The gear shift lever is fitted directly on the centre of the gearbox. The oil lever
in the gearbox can be checked by a dipstick which is found at the left side of the bonnet.
This dipstick has the sole function of indicating the presence of oil and therefore there are
no level mark on it.

S5 20 gearbox GEAR BOX RATIOS S5 325/27

gear 0,347

gear 0,336

gear 0,586

gear 0,520

gear 0,806

gear 0,746

gear 1

gear 1,18

gear 1,11

R gear 0,85

R gear 0,302

POSITION OF GEARS IN BOX

S5 20 gearbox S5 325/27 gearbox

REAR AXLE

The differential casing is fitted with hypoid bevel crown wheel and pinion, and the rear

axle casing is attached to the chassis by means of rubber mountings.

S5 20 GEARBOX (4200 cc. engine)

Normal final drive ratio

13/46 = 3,54 = 0,28

Special alternative ratios

13/49 = 3,77 = 0,265
13/43 = 3,31 = 0,302

11/45 = 4,09 = 0,244

S5 325/27 GEARBOX (4700 cc. engine)

Normal final drive ratio

13/43 = 3,31 = 0,302

Special alternative ratios

13/49 = 3,77 = 0,265
13/46 = 3,54 = 0,28
11/45 = 4,09 = 0.244

CHASSIS

Front track (measured at the ground)

1 3 9 0 mm.

Rear track (measured at the ground)

1 3 6 0 mm.

Wheelbase

2 6 4 0 mm.

The chassis is made of steel tubular sections and pressed, box type steel sheet.

CAR PERFORMANCES

Final drive ratio 13/46 = 0.2825 = 3.54 (4200 cc. engine)

Tyres: 205 VR x 15 ’’ - Roll radius – 2,10 m

ROAD SPEED DATA KPH - S5 20 GEARBOX

Engine r.p.m.

gear
3,0

gear

1,705

gear

1,24

gear

0,85

1000

11,7

20,87

28,7

35,6

42,5

1500

17,5

31,5

2000

23,5

57,5

2500

29,5

106

3000

107,5

127,5

3500

100,5

125,5

149

4000

83,5

115

143,5

170

4500

129

161

191

5000

58,5

104,5

143,5

179

212,5

5500

64,5

115

168

197

233,5

6000

70,2

125,22

172,2

213,6

255

Final drive ratio 13/4 3 = 0.302 = 3.31 (4700 cc. engine)

Tyres: 205 VR x 15 ’’ - Roll radius – 2,10 m

ROAD SPEED DATA KPH - S5 325/27 GEARBOX

Engine r.p.m.

gear

2,97

gear

1,92

gear

1,34

gear

0,9

1000

12,8

19,8

28,4

38,1

42,3

1500

63,5

2000

25,6

39,5

84,5

2500

50,5

106

3000

38,5

59,5

85,2

114

126

3500

69,5

99,5

133

148

4000

113,5

152,5

179

4500

57,5

128

171,5

190,5

5000

101

142

190,5

211,5

5500

70,5

110

156

209

232

6000

118,8

170,4

228

252

At higher road speed, the data of the above table should be multiplied by a coefficient for
the increase of tyre volume caused by centrifugal force.

WEIGHTS

Maximum weight allowed on each axle
with 205 x 15 ‘’ tyres

1250 Kg.

Unloden car weight

1500 Kg.

Car kerb weight

1600 Kg.

AUTOMATIC TRANSMISSION

This car can be fitted with the BORG WARNER type 8 automatic transmission. The shift
lever is centrally fitted and has the following control position :

Parking position with locking action on wheels.

Reverse gear position, in which the rear lamps are switched on.
Transmission ratio 1 : 2 .

Neutral position - the car can be pushed or towed.

Driving position with one automatic change in direct drive
Transmission ratio 1 : 1,47.

Driving position with two automatic changes in direct drive
Transmission ratios 1 : 2.,40 and 1 : 1,47.

Slow driving position to be used for town or mountain driving; there is no automatic
charge in this position and transmission ratio is 1 : 2,40. It is advisable to use this
position only when required in order to avoid prolonged running of the engine at
high speed.

The engine can be started in P or N position only.

The fluid used in the automatic transmission is AGIP ROTRA ATF.

The fluid dipstick is fitted at the right side of the engine and the transmission sump
capacity is approx. 15,8 pints.

It is advisable to change the oil after each 12.000 miles.

It is also recommended not to keep the engine running at over 5000 r.p.m. for long time.

PERFORMANCE OF THE CAR EQUIPPED WITH

AUTOMATIC TRANSMISSION

(ON ORDER)

Normal axle ratio 13/43 = 3,31 = 0,302

Tyres – 205 x 15 ‘’ average circumference 84 inches.

ROAD SPEED DATA KPH

POSITION

Engine r.p.m.

RATIO

2,40

RATIO

2,40

RATIO

1,47

RATIO

1,47

RATIO

1000

15,8

25,8

1500

2000

2500

3000

114

3500

133

4000

103

152

103

152

4500

116

171

116

171

5000

129

190

129

190

5500

142

209

142

209

6000

155

228

155

228

At high speed the above specifications are to be multiplied by the expansion coefficient
which is caused by centrifugal force.

FRONT SUSPENSION

Unequal length wishbone suspension, with coil springs, RIV telescopic shock absorbers and
stabilizer.

REAR SUSPENSION

Longitudinal leaf springs with two double acting telescopic shock absorbers.
A transverse stabilizer is also provided to avoid roll on cornering.

STEERING GEAR

The steering box is of the recirculatory ball type, with adjustable play: it is controlled by a

steering column, with a flexible joint which absorbs vibrations.
The steering rods are of a symmetrical type, with idler box.
The steering wheel drive position can be adjusted by means of a slide which is locked by a
knob.
The normal driving position is on the left-hand side, but it can be provided also on the
right-hand side.

HYDRAULIC STEERING SERVO-CONTROL (OPTIONAL)

The  Z.F.  Steering  Gear  with  hydraulic  Servo-Control  is  of  the  recirculatory  ball  type,
actuated by an engine driven hydraulic pump.
This  system  provides  the  following  advantages:  Play-free  steering  action:  immediate
hydraulic servo-control; possibility of adjustment; road sensitivity; possibility of driving
without servo-control when this is damaged.
The  horsepower  absorbed  by  the  pump  is  proportional  to  the  engine  speed  and  to  the
steering fluid pressure in relation to the steering effort; in normal working conditions the
pump  absorbs  1.5  HP  approximately,  whereas  on  uneven  roads  or  sharp  turns  it  may
require 5-6 HP.

BRAKES

The braking system, with two master cylinders, has two independent fluid circuits; one for
the front wheels and the other for the rear wheels. The braking action is assisted by two
Girling vacuum boosters with vacuum bottle..
The front disk brakes are fitted with 294 mm diameter disks and provide a braking surface
of 2000 sq. cms; they are actuated by a Girling 3 C master cylinder and 3 wheel cylinders on
each brake, which provide a total working surface of 57.5 sq. cms.
The rear disk brakes are fitted with 272 mm dia. disks and provide a braking surface of 1500
sq. cms.; they are actuated by a Girling 12/14/3 master cylinder and 3 wheel cylinders on
each brake, which provide a total working surface of 36.3 sq. cms.

The brake pads are automatically compensated for their wear play. The rear brakes are

mechanically connected with the hand brake lever which can be used for parking purposes

only.

STEERING GEOMETRY

The toe-in measured on rims, at hub centre height, is between 0 and 2 mm.
The camber angle is 1°.
The castor angle is 2°.
The king pin angle is 7° 30'.

TYRES

Pirelli Cinturato HS, 205 VR x 15 ‘’.

Tyre pressures, from cold condition for a

front 1,9 Kg/sq. cm.

max. speed of 150 Km/h

rear

1,9 Kg/sq. cm.

Tyre pressures, from cold condition for non

front 2,5 Kg/sq. cm.

constant speed higher than 150 Km/h

rear

2,5 Kg/sq. cm.

Tyre pressures, from cold condition, for

front 2,8 Kg/sq. cm.

constant speed, on motorway, of 200 Km/h

rear

2,8 Kg/sq. cm.

WARNING: THE ABOVE PRESSURE DATA ARE SPECIFIED AS MINIMUM AND AS

SUCH MUST BE ABSOLUTELY MAINTAINED.

ELECTRICAL EQUIPMENT

Battery:

It is located in the luggage boot, beside the spare wheel
Capacity 72 amp/h. voltage 13,5 volts.

Alternator: Bosch with Mechanical voltage control. It is fitted on the left side of the engine

and driven by the crankshaft through an adjustable V belt. Output 400 watts.

Starter motor: 1.8 HP BOSCH type.
Horns:

Two  Fiamm  air  horns  with  electromagnetic  compressor:  with  push  button
control  on  steering  wheel.  A  normal  horn  is  also  fitted,  and  this  can  be
switched  on/off  by  the  same  change-over  lever  which  controls  lights  and
direction indicators.

Fuse Box:

It is fitted with 12 fuses and located at the right-hand side of the bonnet.

DASTHBOARD INSTRUMENTS

Tachometer

Headlamp main beam warning light - blue

Direction indicator warning light - red

Side lamp warning light - green

Speedometer and odometer

Heater blower warning light - amber

Ignition warning light - green

Alternator charge warning light - red

Water temperature indicator

Oil pressure gauge

Oil temperature indicator

Fuel level indicator

Ammeter

Hand brake warning light - red

Rear window defroster warning light - amber

Left side fuel tank reserve warning light - red

Right side fuel tank reserve warning light - red

Electric clock

Choke control knob

Change over lever for outer lights

Air horns push button

Driving position adjustment locking knob

Steering wheel locking device

Kilometer counter zero-setting knob

Ignition starter switch

Heater water flow control lever

Outer lights control switch

Low and fog light switch

Windscreen wiper switch

Instrument lighting switch

Window glass winder dual switch

Fuel feed pump switch

Heater blower two-speed control switch

Rear window defroster switch

Ceiling light switch

Ventilation control lever

Cigarette lighter

Ventilation outlets

Air conditioner thermostat

Windscreen defroster outlets

Glove box

Bonnet release lever

Windscreen washer pump

Driver's side ventilation outlet control knob (up to car n° 313)

Aereal switch control

Radio

Passenger's side ventilation outlet control knob

VENTILATION – HEATING – AIR CONDITIONNING

Description see illustration at pages 16-17

The air supplied through the right-hand duct (2) flows into the car through the shutter (3),
the casing with blower (4), the transverse duct (6) and the radiators (8). Suitable flap
deflectors (9 – 10 - 11) deliver the air to the windscreen, to the front

seats and to the driver's and passenger’s feet. A Torringhton centrifugal blower (4), driven
by a powerful two speed motor (5), controlled by switch (32), provides a high flow of air
through the radiators. This air can be drawn either from the exterior, when the shutter flap
(3) is moved rearwards, or from inside the car, through the shutter (7) controlled by the
lever below the dashboard, when the shutter flap (3) is moved forwards.
The air coming from manifold (6) goes through the radiators (8) flows warm or cold into the

car according to whether the heating system or the air conditioning is operated.

HEATING SYSTEM

The system consists of: a hot water off take tap (22) fitted on the cylinder head and actuated
by the dashboard control lever (25); two tiers of the radiators (8) ; a return tube (23) which

delivers the hot water to the intake of the engine water pump as a tap (26) which is
connected to the hot water line and prevents water from returning into the radiator during
hot weather. This tap should therefore be actuated by hand at the beginning of summer and
winter.

AIR CONDITIONING SYSTEM

This system consists of the following assemblies:
1.

Evaporator assembly, which includes the first 4 tiers of the radiators (8); an
adjustable injector which expands the compressed Freon 12 thus producing
refrigeration ; a thermostat (24) which automatically controls and stabilizes the
interior car temperature as required in the region of 14°C; the flap deflectors which
direct the conditioned air as required.

Compressor assembly (15): of the open type, which can work at variable speed,
between 500 and 6000 r.p.m. It absorbs a variable horsepower, between 1/3 and 3
HP, to produce a variable rate of refrigeration.

The compressor is driven by two V belts which are driven by
the crankshaft.

Isobaric valve(13) It replaces the pressure regulator, fitting on all conventional
systems ; its main function is to avoid that pressure grows to a dangerous point as a
result of particular heat exchanging conditions .
While the function of the pressure regulator was to disengage the compressor via an
electromagnetic coupling , should the system pressure exceed the value of 18 Atm. ,
the isobaric valve reduces progressively the efficiency of the compressor.
This isobaric valve is installed right on the compressor replacing a cock and

connected to the line that leads to the evaporator, its shutter being directly controlled
by the compressor’s delivery pressure. Therefore, higher the temperature, lower will

be the quantity of circulating Freon. This means that even in the worst various heat

exchanging conditions, the compressor will continue to work and the conditioning

system will flow out a quantity of cold air proportionately to the warm air eliminated

by the compressor. The valve is equipped with a pressure switch disengages the
compressor, should the pressure drop because of a leak whatsoever.

Electromagnetic coupling: the engagement and disengagement of the compressor is
automatically controlled by the thermostat which operates via an electromagnetic
coupling. The coupling absorbs a current of 2,5 Amp.

Condenser (16): it consists of a copper coil with aluminium fins and is fitted at the
front of the engine radiator.

Receiver-Filter (17): it contains some dehydrating material which eliminates any

moisture from the Freon.

Tubes: the compressor (15), the condenser (16) and the evaporator (8) are
interconnected by special tubes (19-20-21) which are suitable for the Freon
circulation, high pressure and temperatures between –25° C and +120° C.

VENTILATION – HEATING – AIR CONDITIONING

Operation

The system can be easily actuated through a few controls which provide a quick adjustment
of the internal car conditions at any external temperatures.
With the car motion, or by actuating a powerful two-speed blower through the switch (32),
a high flow of air is supplied into the car. The air flow can be either warm or cold according
to wether the control lever (25) is moved along its travel or the knob (38) is rotated.
The air flow from the exterior can be adjusted in volume by the control lever (35) and
completely excluded when the lever is moved fully downward.

In the latter condition, the blower draws air from inside the car through a flap shutter
actuated by the control lever (7), which is provided at the right side underneath the
dashboard. By this operation the air is recirculated and can be increasingly heated or cooled
(fig. A).
During the cold season, in order to dehumidify the air inside the car and to have the
windows constantly demisted, it is advisable to operate the cooling system partially and the
heating system fully, with the control lever (35) fully moved upward.
In order to obtain good and quick results all the windows should be kept fully closed,
especially when air conditioning with recirculation flow is operated.

NOTE: In damp atmospheric conditions it is advisable to use the recirculation flow (Fig. A)
ventilation in order to avoid moisture and condensation inside the car.

Maserati Mexico. Instruction - part 1