Maserati Quattroporte V8

Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

Quattroporte V8

Maserati Academy

Introduction
Content
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Course information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 50 years of Maserati Quattroporte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 An Italian icon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Quattroporte I (Frua). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Quattroporte II (Bertone) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Quattroporte III (Giugiaro) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Quattroporte IV (Gandini) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Quattroporte V (Pininfarina) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Vehicle walk around . . . . . . . . . . . . . . . . . . . . . . . . . . Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The new Quattroporte compared to its predecessor Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A look under the bonnet. . . . . . . . . . . . . . . . . . . . . Creation of the new Quattroporte . . . A project born in Modena . . . . . . . . Officine Maserati Grugliasco (OMG) New quality standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 .23 .25 .27 .33 .45 .53 .54 .55 .55 .56 .58 .59 .59 .59 .59 .60 .60 .60 .60 .61 .61 .61 .61 .61 .61 .61

Genuine Accessories . . . . . . . . . . . . . . . . . Indoor car cover and Outdoor car cover Anti-stone chipping film (side) . . . . . . . Winter mats . . . . . . . . . . . . . . . . . . . . . Luggage set. . . . . . . . . . . . . . . . . . . . . . Child seats . . . . . . . . . . . . . . . . . . . . . . . Luggage compartment mat . . . . . . . . . Luggage compartment net . . . . . . . . . . Car care kit . . . . . . . . . . . . . . . . . . . . . . Windscreen water repellent treatment . Battery charger and maintainer. . . . . . . Jumper cables . . . . . . . . . . . . . . . . . . . . Emergency kit . . . . . . . . . . . . . . . . . . . . Snow chains . . . . . . . . . . . . . . . . . . . . . Valve caps . . . . . . . . . . . . . . . . . . . . . . .

Maserati Academy

Quattroporte V8

Introduction 1

Preface

Introduction 2

The launch of a new Quattroporte is always a special moment for Maserati and for everyone that is in some way or another connected to the Maserati brand. This all new car, carrying model code M156, represents the sixth generation of Maseratis flagship saloon in a time span of half a century. The new Quattroporte is the first of a series of completely new models that is planned to be launched in the near future, and in many ways it is different from the M139 generation Quattroporte that it replaces. The larger exterior dimensions and the more spacious and luxurious interior put it higher in the market, and it comes available with a range of different driveline options. The range of brand new V6 and V8 engines, all offering direct fuel injection and turbocharging, represent the latest technology in engine design; and for the first time in the Maseratis history the choice of all wheel drive is offered. Also aspects like chassis and suspension design are all new, as well as the vehicles electrical system. Many of the systems and components that appear in the new Quattroporte will find their way into Maseratis future models. This document describes the Quattroporte in its configuration available at the moment of launch: with V8 twin turbo engine and rear wheel drive. This training handbook is intended for technicians of the Maserati service organization, and gives an overview of all the vehicles technical aspects and features. Together with the practical course exercises, it aims to provide the Maserati service technician with the necessary background knowledge and the right confidence to carry out repairs and service operations on this new car.

Quattroporte V8

Maserati Academy

Course information
Dear Reader, The introduction of the sixth generation Quattroporte is in many ways a new start for Maserati. A company that was founded almost 100 years ago on passion and craftsmanship is today preparing itself to become a major player in the luxury car segment. A new generation of vehicles, to start with the all new M156 Quattroporte, will play a significant role in the reinvention of the Maserati brand and company. Maserati is set to enter new market segments, and is faced with the challenges that arise from the emergence of new markets and changing customer needs. Competition in this segment of luxury automobiles is stronger than ever before, and customer satisfaction has become a number one priority. The need to adapt to this reality has forced us to rethink many aspects of how we do business. This is more than true in the field of dealer training. With the launch of this new generation of vehicles, the Maserati Academy team has the clear intent to radically improve the quality of your training. The first tangible evidence of this is what you have in front of you right now: A completely revised style of training documentation. This new training handbook is composed of various subject-specific and easy to use booklets, printed digitally onto top quality paper. This is also complemented with matching note pads and student worksheets for practical exercises, all brought together in a beautifully customized ring binder and storage box to keep it dust-free in a workshop environment. However, the improvements go further than this alone. A lot of effort was made to have a complete review of the content. Better quality images and diagrams, lots of DMU (Digital MockUp) exploded views, and a better structured page layout that makes it easier to retrieve content from the finished work! Of course this is just the first step in improving the Maserati training documentation, and without doubt there are still many areas of development left. We are therefore very happy to receive your comments and suggestions at the following designated e-mail address: editorial.academy@maserati.com In the meantime we wish you every success with this training! Hans Peeters training developer Maserati Academy

Maserati Academy

Quattroporte V8

Introduction 3

Course information Course title Course type Course delivery Course duration Target group Prerequisites for participation Quattroporte V8 (M156), Technical Presentation New model training Trainer-held training with combined classroom lecture and workshop practice 4 days All Maserati service technicians There are no specific prerequisites to attend this training. It is however assumed that the student has a good level of knowledge of auto technology, both regarding mechanics and electronics, and is familiar with technical terminology English, Italian, French, German, Spanish, Chinese, Japanese Course handbook composed of 5 booklets, complimentary note pad, ring binder and storage box Student worksheets for practical exercises The goal of this training is to become familiar with the technical aspects of the new vehicle and its various features and contents. After the completion of this course, the technician should have sufficient knowledge of the vehicle to be capable of performing maintenance, basic diagnostics and repair operations. Multiple-choice type final test, taken at the end of the training session

Introduction

Available languages Course materials Extra materials

Course objectives

Verification

More copies of this training document and related articles can be obtained through the Maserati Parts Dept. Refer to the table below for related part numbers: Article Course handbook complete, English Course handbook complete, Italian Course handbook complete, French Course handbook complete, German Course handbook complete, Spanish Course handbook complete, Japanese Course handbook complete, Chinese Maserati Academy ring binder with storage box Maserati Academy note pads (20 pieces) Maserati Academy pens (50 pieces) Maserati Academy shopping bag Part number 900000235 900000236 900000237 900000238 900000239 900000240 900000241 900000231 900000232 900000233 900000234

Quattroporte V8

Maserati Academy

50 years of Maserati Quattroporte

Two Italian icons that originate from Modena: tenor Luciano Pavarotti at the wheel of his favourite motorcar, the Maserati Quattroporte.

An Italian icon
Chi sa se un giorno lo facciamo anche noi una berlina Who knows if one day we will also produce a saloon car. These were the words of Commendatore Adolfo Orsi in the autumn of 1958, in response to one of his engineers during a test of a 450hp Maserati V8 inboard powerboat engine. The engineer commented that a powerful engine like this would be an ideal fit for the large American saloon cars of the time. This anecdote shows that Maserati was playing with the idea of a saloon car many years before the first Quattroporte appeared on the scene in 1963. Initially Omar Orsi, son of Adolfo and in charge of Maseratis daily operations, and chief engineer Giulio Alfieri were opposed to the idea of building a 4-door saloon. In their opinion it did not match with the companys philosophy of producing automobiles in the Gran Turismo tradition. However Adolfo Orsi was convinced that there would be a market for a vehicle that offered the highest levels of luxury and comfort for 4 passengers, just like the saloons produced by Jaguar and Mercedes, but combined with performances aimed at true Gran Turismo levels like Maserati cars of the time. A combination like this had never been seen before! Giulio Alfieri set to work on the project and the result was presented to the public during the Turin motor show of November 1963. Thanks to its V8 engine, with racing pedigree, the first Quattroporte (Italian for four doors) was to be the fastest saloon car in the world, and initiated a commercial success story for Maserati. More generations have followed for the Quattroporte during the next five decades, each of them having their own distinct character and representing a particular era in the history of Maserati. Quattroportes through the ages have been styled by the worlds most famous car designers, like Bertone, Giugiaro and Pininfarina, but all of them are unmistakably Maserati. Movie stars, artists, presidents and royals all over the world have chosen the Quattroporte as their favourite automobile. What follows on the next few pages is a short overview of the five generations of an Italian icon, the Maserati Quattroporte.

Maserati Academy

Quattroporte V8

Introduction 5

Quattroporte I (Frua)

Introduction

Inspired by the success of its Gran Turismo cars, Giulio Alfieri started to work in the early 1960s on a completely new project. The first prototype of the all new Quattroporte was shown at the Turin motor show in November 1963, and production started in 1964. With this 4-door saloon, Maserati entered a road it hadnt been down before, with elegance, refinement, power and performances at the same level as the other Trident products. The V8 engine was derived from the unit used in the mighty 450S race car and formed the basis for a complete range of V8 Gran Turismo vehicles during the 1960s, 70s and 80s. With a top speed of over 230 km/h, it was the fastest production saloon car of the time. The design was from Pietro Frua, inspired by his unique styles adopted on the 3500GT and 5000GT Gran Turismo cars a few years earlier, and the bodies were built by Carrozzeria Vignale in Turin. The new car had modern technical solutions like a sheet metal monocoque structure instead of the more traditional tubular frame, and a De Dion rear axle construction, which was again inspired by Maseratis successful race cars of the time. This first generation Quattroporte was used by famous Italian movie stars like Sofia Loren and Marcello Mastroianni. Quattroporte I, second series For 1966 the Quattroporte underwent a small restyling, referred to as the second series. These cars can be recognised by their double round headlights that replaced the rectangular units of the first series, a modification that was necessary for USA homologation. With the second series came also the option of a more powerful 4.7L engine, in addition to the existing 4.1L version. In addition, the De Dion rear axle of the first series construction was abandoned in favour of a more traditional rigid rear axle with telescopic shock absorbers and leaf springs. This modification was applied following complaints from a Belgian customer about the high levels of interior noise when driving over typical Belgian pav roads. Results of various tests carried out with a traditional rigid rear axle from the Mistral fitted to the Quattroporte showed that under these conditions the interior noise could be reduced by around 20dB.

Quattroporte V8

Maserati Academy

The second series of the first generation Quattroporte can be identified by its double round headlights.

A curious detail: 5 Quattroportes were converted into pick-ups by coachbuilder Grazia of Bologna and were used as fire tenders on the Italian race tracks.

Quattroporte I data sheet Model type Designer Maserati era Engine Transmission AM 107 Pietro Frua Orsi family 90 V8 4.136cc, 260hp (series 1 & series 2) 90 V8 4.719cc, 290hp (series 2) Manual 5-speed gearbox Borg Warner automatic 3-speed gearbox (option) Optional limited slip differential De Dion rear axle (series 1), live rear axle with leaf springs (series 2) 230 255km/h 1964 1966 (series 1) 1966 1969 (series 2) 776

Top speed Production years Production numbers

Maserati Academy

Quattroporte V8

Introduction 7

Quattroporte II by Frua

Introduction

In 1974, a unique Quattroporte was created on the special order of Prince Karim Aga Khan. The car was built on a Maserati Indy platform and it received the well-known 4.9 litre V8 engine (Tipo 107/49), producing 300hp. Its hand-built body was the work of Carrozzeria Frua, just like the first generation Quattroporte, but the lines were clearly more modern and sharp. The car received model code AM121 and was production ready. It was even offered to a number of privileged Italian dealerships who could order the car for the price of 25.000.000 lire plus taxes. However, Citron used their influence over Maserati to have them developed the SM-based Quattroporte II instead. In the end, only two cars were finished, chassis #004 was sold by Maserati to the Aga Khan and the prototype #002 went to the King of Spain, who bought his directly from Frua.

Quattroporte V8

Maserati Academy

Quattroporte II (Bertone)

The second generation of the Quattroporte saw the light in October 1974, and conceals one of the obscurest periods in Maseratis history. The car was developed under Citrons ownership and was technically almost identical to the Citron SM. Its technical layout was front wheel drive with the engine behind the front axle and the manual 5-speed gearbox in front overhang. The influence of the French school was further reflected by its hydro-pneumatic independent suspension and an automatic control of the ride height. The type C114 3 litre V6 engine had an increased power output of 210hp. However its performances were behind on the first generation Quattroporte and the car was unloved by Maserati purists, who did not recognise the traditional Maserati ingredients in this model. Nevertheless the Quattroporte II was very comfortable, well-equipped and well-built, and offered an excellent ride. Its Bertone-designed body was modern and well-proportioned given its considerable length of 5,2m. Unfortunately, the early end of the agreement with Citron in 1975 and financial problems hampered the launch of the Quattroporte II. In fact, the model has never been homologated for the European market. Only 12 units were produced in its three years of production and they were all sold to the Middle East. Quattroporte II data sheet Model type Designer Maserati era Engine Transmission Top speed Production years Production numbers AM 123 Bertone Citron 90 V6 3.0L, 210hp Manual 5-speed gearbox, front wheel drive 200km/h 1976 1978 12

Maserati Academy

Quattroporte V8

Introduction 9

Medici I (1974) & Medici II (1976)

Introduction

10

In the mid-1970s and fresh from having penned the Ghibli, Bora and Merak, Giorgetto Giugiaro presented what was his interpretation of the Maserati Quattroporte. Giugiaro was working hard on perfecting a car that combined performance and luxury with four-door practicality, and took inspiration from the celebrated Florence family that had risen to fame in the 14th Century through an unequivocal business aptitude and a love of culture and arts. The result was a futuristic six-seater limousine whose sharp lines were inspired by the Boomerang concept car. The chassis and mechanical components were borrowed from the Indy, and its V8 engine again provided the abundant power that Bertones V6-engined Quattroporte II of the same year was lacking. Reactions were mixed when the Medici was shown to the public during the Turin motor show of 1974. The extremely low bonnet gave the car a somewhat oddly-proportioned look, and Giugiaro took the car back to his workshop. A modified version was ready two years later. The two-box silhouette was retained, but the pop-up headlights had been exchanged for more conventional rectangular ones, between which a more conventional grille was integrated. Now also gone were the two rearward-facing seats that provided the Medici I with a living room style interior. Two armchairs replaced the rear bench and the velour upholstery was gone in favour of leather. The Medici II met a decidedly warm reception when it was presented at the 1976 Paris motor show, but neither of the prototypes made it to production. The Medici II can be viewed today in the Louwman Museum in The Hague, Holland.

Quattroporte V8

Maserati Academy

Quattroporte III (Giugiaro)

The third generation of the Maserati luxury saloon was first presented in 1976 but production only started in 1979. It was meant to make up for the Quattroporte II fiasco. Alejandro de Tomaso, who disliked Citron, discarded all Citron technology used on the Quattroporte II. Mechanical parts came from the Kyalami and the Quattroporte had again a V8 engine and rear wheel drive. The impressive body of the Quattroporte III was designed by Giugiaro who used remarkably traditional and sober lines after the futuristic Medici I and Medici II concept cars. The steel body shells were built at the Innocenti plant near Milan, prior to assembly in Modena. When the car went on sale in 1979, it was an instant commercial success. In 1985, the engine capacity was increased from 4.1L to 4.9L. The third generation Quattroporte has been used by tenor Luciano Pavarotti and former Italian president Sandro Pertini amongst others. It also appeared on the silver screen in a number of Hollywood movies, such as Rocky III (1982), The Fly (1982) and The Dead Zone (1983). A limousine version with a 65cm extended wheelbase was built in 1986 by engineer-designer Salvatore Diomante from Turin.

Maserati Academy

Quattroporte V8

Introduction 11

Quattroporte Royale At the beginning of 1987 an upgraded version called Quattroporte Royale was added alongside the normal Quattroporte. This version offered a more luxurious interior and a more powerful 4.9L V8 engine, delivering 300hp compared to the 280hp of the standard version. Production of the Quattroporte III, both in standard and in Royale version, continued until 1990.

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Introduction

Quattroporte III data sheet Model type Designer Maserati era Engine AM 330 Giorgetto Giugiaro Alejandro de Tomaso 90 V8 4.1L, 255hp 90 V8 4.9L, 280hp 90 V8 4.9L, 300hp (Royale) Manual 5-speed gearbox (option for Royale) Chrysler automatic 3-speed gearbox (option, standard for Royale) 220 230km/h 1979 1984 (4.1L), 1985 1990 (4.9L), 1986 1990 (Royale) 2,155

Transmission

Top speed Production years Production numbers

Quattroporte V8

Maserati Academy

Quattroporte IV (Gandini)
The fourth generation of the Maserati Quattroporte was presented at the Turin motor show in April 1994. It was the first Maserati to be presented under full Fiat ownership. The sober but elegant design came from Marcello Gandini, just like the spectacular Shamal five years earlier. With respect to the first generations of the Quattroporte, the Quattroporte IV was very compact but its performances were at true Gran Turismo level: a top speed of 260kmh and acceleration from 0 to 100 km/h in less than 6 seconds. From 1996, the Quattroporte was also made available with the 3.2L 32-valve V8 engine from the Shamal, which improved performances even further, and fitted with 17 light alloy wheels. Standard was a 6-speed gearbox from Getrag, but an automatic 4-speed transmission from ZF (V6) or BTR (V8) was also available.

Maserati Academy

Quattroporte V8

Introduction 13

Quattroporte Evoluzione When in July 1997 Ferrari took over control of Maserati, one of the main objectives was to radically improve the quality of the vehicles. Although it was widely renowned for its excellent driving qualities, the Quattroporte suffered since its introduction from reliability problems. Measurements taken were a complete revision of the production process and hundreds of the Quattroportes components were redesigned in order to improve quality. The result was presented in 1998. These revised Quattroportes can be recognised by an Evoluzione badge on the front wings. Quattroporte IV data sheet

Introduction

Model type Designer Maserati era Engine

AM 337 Marcello Gandini Fiat 90 V6 24v 2.0L twin turbo, 287hp (Italy) 90 V6 24v 2.8L twin turbo, 284hp (export) 90 V8 32v 3.2L twin turbo, 335hp (all markets) Manual 6-speed gearbox Automatic 4-speed gearbox (option) 260 270km/h 1994 1998 1998 2001 (Evoluzione) 587 (2.0L V6), 668 (2.8L V6), 415 (3.2L V8), 200 (2.0L V6 Evoluzione), 190 (2.8L V6 Evoluzione), 340 (3.2L V8 Evoluzione) Total production of all versions: 2,400

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Transmission Top speed Production years Production numbers

Quattroporte V8

Maserati Academy

Quattroporte V (Pininfarina)
Quattroporte Duoselect While the Quattroporte IV was a compact sports sedan, the fifth generation Quattroporte marked Maseratis return to the upper premium segment, in the spirit of the first generation Quattroporte of 1963. The Quattroporte V combines sumptuous interior space and the highest levels of comfort with a true sports heart. A powerful dry-sump V8 engine, mounted well back in the chassis, and a robotized transaxle transmission allowed perfect weight distribution and excellent dynamic qualities. After its launch at the 2003 Frankfurt motor show, the Quattroporte became an instant commercial success for Maserati and has won numerous awards. This is partly thanks to its astonishing Pininfarina-designed bodywork.

A few armoured Quattroporte vehicles have been used by Italian government officials, in this picture is the car used by former President of the Italian Republic, Carlo Azeglio Ciampi.

Maserati Academy

Quattroporte V8

Introduction 15

Sport GT & Executive GT Presented at the Frankfurt motor show in September 2005, The Quattroporte Sport GT (picture below right) was created to meet the demands from customers who desired greater performance and sportiness from the Maserati flagship. The Sport GT had the following specific features: Skyhook sports suspension and specific 20 wheels, cross-drilled brake discs, a faster gearshift strategy, a specific exhaust system for a more intense sound and various external and internal aesthetic features.

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Introduction

Presented together with the Quattroporte Sport GT, the Executive GT (picture above left) represented the Quattroporte in its most elegant form. Comfort levels of the Executive GT were at their highest and most exclusive. Standard features included: Alcantara roof upholstery, leather and wood steering wheel rim, rear seat heating, ventilation and massage functions, rear window curtains, rear stowable wooden tables and rear seat commands for the climate control system. Technical differences remained limited to newly designed 19 inch rims with a ball polished finish. Both Executive GT and Sport GT versions co-existed with the standard Quattroporte model. Quattroporte Automatic The most important technical evolution for the Quattroporte came with the introduction of an automatic transmission version at the 2007 Detroit motor show. While the Quattroporte with Duoselect transmission has proven to be an ideal match for Maseratis sporty reputation, there had always been a demand for a fully automatic version. The Quattroporte Automatic is much more than a Quattroporte simply fitted with a new gearbox. From the 16.500 components of which the Quattroporte is made, 4.800 were new. The powertrain was completely new together with the adoption of a new wet sump engine (F136UC), 6-speed automatic gearbox from ZF, propeller shaft and limited slip differential. Just like the Duoselect, the Quattroporte Automatic was made available in standard version as well as Sport GT and Executive GT. The Sport GT was later on replaced by the more expressive Sport GT S. For the Quattroporte range of Model Year 2007, various other modifications were adopted, which included: improvements to the braking system, the suspension system and the vehicles electrical system as well as a more efficient HVAC system.

Quattroporte V8

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Maseratirundum by Pancrazzi

Created by Luca Pancrazzi, one of Europes leading artists, Maseratirundum is a Quattroporte that is covered in 800Kg of shattered glass that breaks up light and reflections, shape and form. Pancrazzi says that the glass, which is applied in a unique process he has created, reveals a realm of hidden depths and archetypes of concealed worlds. The Maserati Quattroporte-based artwork was created to represent Italy at the second Moscow Biennale of Contemporary Art that ran from 3 March till 3 April 2007. It was the centre piece for Italian design and art that demonstrates the style, elegance and vitality of Italy. At the end of the Moscow Biennale the artwork was on display for several weeks at Maseratis factory showroom in Modena.

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Quattroporte Sport GT S The Quattroporte Sport GT S was presented at the 2007 Frankfurt motor show to replace the Sport GT, and was available with automatic transmission only. The Sporty character of the Sport GT was further enhanced with a number of new features: modified suspension with a singlerate racing setup and lowered ride, specially developed tires by Pirelli, a new revolutionary Dual-cast braking system by Brembo, and various aesthetic features externally and internally to enhance the models sporty character.

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Quattroporte Collezione Cento The Quattroporte Collezione Cento, of which just 100 units were produced, was conceived for those who seek the last word in luxury. Original design solutions combine elegance and traditional Maserati comfort with cutting-edge technology. This special version of the Quattroporte was presented at the Detroit motor show in January 2008 and were all fitted with automatic transmission only. The Quattroporte Collezione Cento features various specific items: a new ivory exterior paint with contrasting pin striping, chrome honeycomb grille and side vents, ball-polished rims and silver coloured brake calipers, a new distinct tan leather interior with capiton work and wenge wood inlays. The most remarkable specific feature of the Collezione Cento is however what it offers to the rear passengers: complete mobile office and entertainment facilities that include 10.4 touch screens with office, internet, audio and video-DVD functions.

Quattroporte V8

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Quattroporte Bellagio

The Quattroporte with its unique combination of performance and practicality has during its career inspired many to create special variants of Maseratis flagship. One of the most remarkable attempts to fabricate a new derivative of the Quattroporte concept was without doubt the Bellagio, a station wagon with a fastback-like silhouette based on the Quattroporte V and created by Italys revered Carrozzeria Touring Superleggera. This coachbuilder has longstanding links with Maserati, and bodied the legendary 3500GT, one of the greatest grand touring cars of the past. The Bellagio was presented in 2008 at the prestigious Concours delegance Villa dEste on the shores of Lake Como, and was more than just a pure design exercise. Carrozzeria Touring Superleggera actually produced the car, albeit in limited numbers and always upon customer request.

Quattroporte & Quattroporte S (restyling) Five years after its launch and with more than 15.000 vehicles produced, Maseratis highly successful Quattroporte saloon underwent a discrete restyling. Pininfarina has reworked the Maserati flagship without affecting the purity and elegance of its original design. The new front and rear gave the car a more fresh and modern appeal while at the same time enhancing the connection with its GranTurismo sister model. The new model introduced adaptive swivel function for the headlights and more modern looking taillights using led-technology.

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Also the interior was updated with a new and more user friendly entertainment and satellite navigation system, with the addition of some new interior colours. Under the bonnet, the classic 4.2L V8 wet sump engine (Quattroporte) was joined by a more powerful 4.7L version (Quattroporte S). Production of the restyled Quattroporte models was started in July 2008 (Model Year 2009) and the model was available with the automatic six-speed transmission from ZF only.

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Quattroporte Sport GT S (restyling) A sports car in black tie, with these words the international press praised the latest Quattroporte variant after the first road tests. The Sport GT S is the most exciting combination of luxury sedan and performance sports car that Maserati has ever produced. Thanks to a revised intake and exhaust system, its 4,7L wet sump engine liberates 10 more horsepower than the Quattroporte S model. The Sport GT S has a lowered ride height and specific single-rate dampers and springs to further improve its handling. Other modifications include new 20 wheels with specific tires and a faster gearshift strategy for the 6-speed automatic transmission. Externally the Sport GTS can be recognized by its dark headlights, a black concave grille, dark window mouldings, dark oval exhaust pipes and painted door handles.

Quattroporte V8

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Quattroporte Sport GT S Awards Edition Six years after its birth, the car that reinvented the luxury sport sedan segment continued to receive accolades from the general public, automobile enthusiasts and the press. Maserati has therefore decided to celebrate its success with this superlative version of the Quattroporte. During its six years of life, the Maserati Quattroporte V has received no less than fifty six awards from the most prestigious automotive and lifestyle publications in fourteen countries from four continents. The Quattroporte Sport GT S Awards Edition, based on the Quattroporte Sport GT S, was created to combine in one car all the features that have made the Trident flagship a benchmark for its segment. A new Quarzo fuso finishing a pearlescent metallic grey with golden nuances was created exclusively for this model. A burnished treatment was used on the exterior chrome parts while the 20 Multi Trident dark grey rims had a satin finish and the brake calipers were handpolished. The Poltrona Frau leather of the seats was combined with perforated Alcantara with a new ridged pattern. Completing the interior space were the special brushed aluminium door sills and Piano Black satin-finish wood mouldings. A special exterior Awards Edition series plate completed the cars look and made an already unique car even more unmistakable.

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Maserati Quattroporte V8 Superstars champion

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Few would recognize in a large super-luxury sedan like the fifth generation Quattroporte a serious contender on the race track, but with a mechanical disposition that puts it closer to a sports car than to a luxury saloon, the Quattroporte scored extremely well in the International V8 Superstars racing series. Two Quattroporte vehicles were run in this championship by the Swiss Team and raced against competition from Audi, Mercedes, BMW, Porsche, Jaguar, Lexus, Chevrolet, Chrysler and Cadillac, all run by top international teams. With help behind the scenes from Maserati Corses race engineers and with Maseratis factory driver Andrea Bertolini at the wheel, the Quattroporte managed to win the 2011 championship title.

Quattroporte V data sheet Model type Designer Maserati era Engine M139 Pininfarina Ferrari 90 V8 32v 4.2L dry sump, 400hp (Quattroporte Duoselect) 90 V8 32v 4.2L wet sump, 400hp (Quattroporte Automatica, Quattroporte restyling) 90 V8 32v 4.7L wet sump, 430hp (Quattroporte S, restyling), 440hp for MY13 90 V8 32v 4.7L wet sump, 440hp (Quattroporte Sport GT S, restyling), 450hp for MY13 Robotized mechanical 6-speed gearbox, transaxle construction (Duoselect) Automatic 6-speed gearbox from ZF (other versions) 275 287km/h 2003-2008 (Duoselect) 2007-2008 (Automatica) 2008-2012 (restyling) 10,639 (Duoselect), 6,050 (Automatic), 667 (Sport GT S), 2021 (Restyling 4.2L), 4032 (Restyling S 4.7L), 1721 (Restyling Sport GT S 4.7L), 126 (Awards edition) Total production of all versions: 25,256

Transmission

Top speed Production years

Production numbers

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Maserati Academy

Vehicle walk around

Concept

With the sixth generation Quattroporte, Maserati puts a firm foot on the ground of superluxury saloon cars. It offers comfort, interior space and practicality that are class-leading, combined with typical Quattroporte ingredients like performance, driving involvement, design and refinement for which the Trident brand has always been famous. In short, the unique selling points of the sixth generation Quattroporte can be summarized by the following aspects: Italian design and style: for a timeless beauty, the Quattroporte has been engineered to convey absolute harmony with the best balanced proportions in the segment. Exquisite style for the exterior and interior result from a unique combination of elegance and dynamism. Driving experience and pure performance: Engineered by Maserati, manufactured by Ferrari, the all-new 3.8 twin-turbo, V8 engine, with 530 HP and up to 710 Nm, is capable of stunning performance and of the highest speed of any V8 powered saloon, 307Km/h. Highest level of passenger roominess and comfort: the New Quattroporte marks a huge evolution in comparison to the previous model in terms of overall dimensions and especially of roominess for the rear passengers. The long wheelbase of the Quattroporte allows it to reach best-in-class comfort compared to its competitors that almost all have a shorter wheelbase, and matches that of the extended (LWB) versions of these competitors. The bigger dimensions make it the new benchmark in its segment (+ 77mm in width; + 6mm in wheelbase; + 18mm in length versus the Mercedes Benz S Class LWB). The rear passengers have now 105mm more legroom at their disposal compared to the previous Quattroporte, and even the luggage compartment capacity has grown with an additional 103L. The growth in size has not been accompanied by a weight increase, indeed the weight is now 90kg less compared to the previous Quattroporte. The weight distribution remains balanced also with new architecture and is almost 50-50% with the driver present. This goal was reached notwithstanding the repositioning of the fuel-tank (more forward) to give more luggage capacity, the wheelbase increase, and the increase weight in the front due to the use of intercoolers and bigger radiators.

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Introduction

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"Maserati stands today at the edge of an unparalleled strategic and industrial growth that will see our presence in the world rise to 50,000 units a year by 2015. This growth is a challenge for which Maserati has carefully prepared itself and that we all welcome with anticipation. It is a growth based on those values of style, elegance, quality and performance for which Maserati has always been recognized and praised in almost 100 years of history. This exciting progression will make the new Maserati a true global player with two new production sites in two different continents and a heart solidly planted in Modena, Italy, where our roots are. It is a growth that will be based on three new models entering two new segments of the automobile market - and it starts with the all-new 2013 Maserati Quattroporte." Harald Wester, Maserati CEO

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The new Quattroporte compared to its predecessor

Lower fuel consumption. 11,9L/100km on the combined driving cycle represents an improvement in fuel economy of more than 20% over the previous Quattroporte. Improved acceleration. The standard sprint (from 0 to 100km/h) is covered in 4,7s, or 0,3s faster than the MY12 Sport GT S, the fastest of the previous generation Quattroporte. The acceleration to 1km from a standing start is with 22,7 seconds an improvement of even 1,4 seconds. Higher top speed. The maximum speed of 307km/h is an impressive 20km/h faster than the MY12 Quattroporte Sport GT S. Reduced NVH. High attention has been paid throughout the design of the entire vehicle in order to keep noise, vibrations and harshness at the lowest possible level. All interior parts, for example, have been designed to have a resonance frequency of above 40Hz in order to keep them out of the reach of driveline vibrations. More equipment. Including touch controls for audio, navigation, climate control and multiple vehicle settings, premium and high-premium sound systems, on-board WIFI and multi-media connectivity, large rear video screens and DVD player, a full four-zone climate control option, and much more. Reduced weight. A 90kg weight reduction compared to the previous Quattroporte, thanks to the ample use of aluminium, and notwithstanding its larger dimensions. More interior space. 105mm more legroom is available for rear passengers. More luggage space. The luggage compartment volume is in excess of 500L, a more than 100L increase compared to the previous Quattroporte. Reduced Cx. The drag coefficient of only 0,31 is an improvement of 12% compared to the previous Quattroporte. Larger exterior dimensions. The new Quattroporte is longer (+ 166mm), wider (+ 63mm) and higher (+ 58mm) than the previous generation Quattroporte.

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 Increased practicality. Thanks to new features like keyless entry and keyless go, 40/60 split-folding rear seats and ample stowage areas in the interior. Longer wheelbase. The wheelbase, increased by more than 100mm, is one of the longest in its category. Reduced emissions. 278g/km CO2 on the combined driving cycle is an improvement of more than 20% compared to the previous Quattroporte.

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Maserati Academy

Exterior

Since 1963, the concept of the sports saloon has been embodied with exceptional prestige in the Maserati Quattroporte. Since that time, the Quattroporte has been a point of reference for its balanced form, combined with top quality craftsmanship and supercar performance. From the very first version, designed by Pietro Frua, the car has always been styled by top designers: Bertone in 1974, Giorgetto Giugiaro in 1979, Marcello Gandini for the more compact 1994 model, and Pininfarina who, with the 2003 Quattroporte, consolidated the prestige of a luxury sports saloon, with its refined mechanics and exclusive styling. The design of the new Quattroporte is distinctive and exclusive, a harmonious combination of elegance and sports which nonetheless expresses a certain tension. The car's volume is contained within its formally balanced lines, which define the elegance and sporting character of the body. In the case of the Maserati Quattroporte, this has all been made possible thanks to the perfect configuration of its mechanical hard points. The V8 engine is the starting point of its style, with the long, impressive bonnet and short front overhang which are nonetheless conform to the most stringent safety requirements. The exterior is characterized by taut and muscular lines but without sacrificing the natural elegance of the car. The silhouette line starts from the headlights, continues along the upper edge of the front wing, through the car and ends at the third light. This line defines a coup-like profile, with a rear pillar shape characteristic of Maserati. The rear pillar style can be seen in the original Quattroporte from 1963 and is enhanced by the insertion of the third window and the iconic Saetta Logo. The three side vents, a distinctive Maserati feature, are the starting point for a swage line which runs along the whole side of the car emphasizing the strength of the rear wing. The car is larger than the previous one, the wheelbase, the front and rear track, the total length make the New Quattroporte more impressive, but the exterior design conceals the size and conveys the sporty attitude of the car. The exterior is characterized by the front grille with vertical convex ribs which take inspiration from the GranTurismo and from famous models of the past (A6 GCS). Its black glossy colour with variable cross section contrasts with the chrome surround and the Trident symbol at its centre.

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Maserati Academy

The new Maserati Quattroporte is a high-performance sports luxury sedan that reinterprets the design features of classic Maserati cars in a contemporary design language. Its style was born out of the guiding design principles of Maserati: harmony of shapes, dynamism of lines, Italian elegance. More generous in size when compared to the previous model, the new Quattroporte has a design that is at once graceful and sinuous, fashioned to bring out the sporty nature of the car. Some of the elements characterizing the previous model have been purposely maintained: the front grille, the three side vents, the triangular C pillar. At the same time new style and functional features were introduced: the strong belt line that runs through the entire side of the car giving the new Quattroporte a look and feel that is at once muscular and elegant with frameless doors and three side windows. Inside, the design of the Quattroporte aims at essentiality, stressing the simplicity of lines and the full functionality of the on-board instrumentation. Functional elements are blended with soft quality surfaces made of prestigious woods and refined leathers." Lorenzo Ramaciotti, Head of Maserati Design Center

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Exterior colours The colour range is completely new. Eight colours will be available for the launch: White and Black (solid), Silver (metallic), Bronze and Beige (Metallescent), Black, Blue and Bordeaux (Mica). Lighting and visibility The car's exterior stands out in terms of style, in part due to the use of Bi-xenon headlights and LED daytime running lights. The headlights have integrated adaptive front lighting system (AFLS) as standard equipment which, thanks to the automatic adjustment of the headlight depth, activated by the driver, provides an outstanding view of the road with very low dazzle for oncoming traffic.

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The New Quattroporte's bi-xenon headlights combine technology and style with secondary functions entirely in LED. The headlight unit includes: LED daytime running lights which offer a high degree of recognition in both day and night driving, while also acting as position lights. A Bi-xenon headlight with integral AFS module for a better automatic management of the light beam, and a high pressure lens washer nozzle integrated into the headlight design. Direction indicators and LED side position lights, as well as a side reflector integrated into the headlight moulding. In addition, the New Quattroporte's headlights offer a beam control system designed specifically for motorway driving, thanks to a video camera mounted in the rear view mirror, which automatically maximizes the depth of the beam without any need for manual high beam activation. This solution was conceived with safety and utility in mind. The uniform, intense beam, combined with automatic adjustment of the headlight depth and width, provides an outstanding view of the road in all conditions with very low dazzle for oncoming traffic.

Quattroporte V8

Maserati Academy

Full LED tail lights The tail lights have been designed in order to offer maximum visibility and to have a recognizable style. These full LED lights integrate the position light function in an illuminated ring running right around the tail light itself. Inside this ring are the STOP lights, the direction indicators, reversing lights and fog lights. The unit is rounded off by the outside reflector and side LED position lights. The tail lights, in their fixed section on the side panel, are integrated into the mudguard. They are completed by the luggage compartment lid, flowing into the license plate holder. The latter has a chromed upper surround which evokes the form of the front end grille. At the top, integrated into the luggage compartment lid, is a spoiler which gives a dynamic accent to the volumes and improves the Quattroporte's aerodynamics. The central section is crossed by a concave surface which lightens the bulk of the rear end and houses the reflectors at each end. In the back the V8 has trapezoidal terminals with two double pipes in polished steel.

Rims and tires A choice of 4 new wheel designs is available at launch of the Quattroporte, ranging from 19 to 21. As standard the New Quattroporte features 7-spoke, 20 wheel rims in large grain metallic anthracite with contrasting diamond-polished edges.

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Brake calipers A typical stylistic element of the Maserati Quattroporte is the brake caliper. These are available in black (standard) as well as in a bright red, dark blue, silver grey and brushed aluminium.

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Interior

The interior of the new generation of Quattroporte unites refined, clean styling with a timeless sporting character and high technology. The interior has a streamlined, wraparound form, which gives the dashboard and tunnel an unprecedented feeling of lightness. The dashboard features a wide central area in a variety of exclusive woods. With its full width wooden surface, this style element underlines the refined character of the New Quattroporte. The upper part of the central tunnel, completely covered in wood, also reflects the prestige of the new Maserati flagship; to round out the abundant use of premium woods, the front and rear door panels are finished with contrasting inserts. The client can choose between modern woods with open grain, lacquered woods and a sporting carbon finish. The leather seats are comfortable and luxurious. In the rear, the roomy, comfortable 3 seat bench has excellent leg room, once more among the most spacious designs in its class. To highlight the attention paid to providing outstanding comfort and prestige, two individual seats have been developed, featuring ventilation and electrical movement, designed to offer unbeatable relaxation during long working trips. The interior is completed with chromed detailing and brushed aluminium panels, such as the surround of the Maserati Touch Control. The gear selector and the steering wheel paddles made of cast aluminium. The on-board equipment features white backlighting, with a sports style instrument panel, where the technological white is accented by the red tips of the engine rpm speed dial indicators. Even at night, the interior stands out thanks to its highly refined white, night design lighting which offers relaxation in an interior designed to evoke the comfort of home. The New Quattroporte, while providing an exceptional degree of personalization with a vast range of materials for the client to choose from, including wood, carbon fibre, leather, Alcantara and numerous options, has also been equipped with a high level of standard equipment.

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One objective of the New Quattroporte was clear right from the start: to offer not just comfort in terms of materials, but also in terms of the space available to the occupants. Special attention has been paid to the rear passengers, and the legroom available to them is among the best in the class. Furthermore, the interior features a number of capacious compartments, two at the bottom of the dashboard (a climate controlled, illuminated passenger glove compartment, and another for the driver), a large front armrest with soft-opening mechanism, with climate control, internal lighting and a 12V power socket. The illuminated rear armrest also has a storage compartment. All four doors have spacious storage pockets. And last but not least, there is the luggage compartment, with in excess of 500L of space, interior lighting, a 12V socket and a height adjustable side net.

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Introduction

On the New Quattroporte the upper and lower dashboard and the interior upholstery are wrapped in fine Poltrona Frau leather, with its combination of softness and strength. The standard equipment includes heated front seats with 8 way electrical movements and 4 supplementary adjustments for the lumbar area, as well as an adjustable pedal box (only for left hand drive markets). The driver's seat has two seat position memories. The three rear seats are heated and the rear door panels feature electrical sun blinds, along with the rear window sun blind. The rear armrest has a USB socket for charging mobile devices and also has two foldaway cup holders. The rear seats are also practical: they can be folded down in a 40/60 pattern, thus allowing long objects to be stored in the back. The interior offers numerous technological devices controllable directly from the steering wheel or using the large touchscreen display at the centre of the dashboard (8.4 Maserati Touch Control) together with the 7 display at the centre of the instrument panel, These systems include navigation, audio and video DVD player, Bluetooth, audio streaming and Apple device compatibility with the system's Apple microprocessor, 10 speaker, 760 W audio system, USB and Aux-In connections, and an SD card reader. The New Quattroporte has been designed to be excellent in every way and easy to use.

Quattroporte V8

Maserati Academy

All on-board electronics are designed to have a user friendly interface without overloading the interior with controls. The dynamic information is displayed on the 7 TFT display at the centre of the instrument panel and can be controlled with the steering wheel controls. Other on-board settings can be set by the client on the Maserati Touch Control at the centre of the dashboard. Most of the vehicle's settings, are controlled by the buttons set alongside the gear selector lever.

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Seats and functionality The seats of the New Quattroporte, with their ergonomic, wraparound form, provide outstanding comfort combined with good lateral restraint in challenging driving conditions. The 8 way electric seat adjustment allows for the perfect fit in terms of height, depth, backrest and seat angle. The lumbar support, with a further 4 adjustments, is also fully electric and with its continuously adjustable supports, gives exceptional comfort and support for both the driver and passenger. The controls positioned on the seat base and are designed to follows the profile of the seat itself, thus making it easy to understand. To offer the client total flexibility in adjusting the driver's position, the pedal box also has a 2 way electrical adjustment, which rocks it up and down, thus providing the perfect fit for the lower limbs. The pedal control is positioned in the lower front area of the drivers seat. The driver seat features two memories: once the client selects his preferred seat, pedal box, steering column and external rearview mirror settings, he can save them for future convenience. The New Quattroporte's front seats are heated; the heating can be set to two levels, selected with the MTC (Maserati Touch Control) display. Optionally also seat ventilation is available. The front seats are divided by the wood-covered central tunnel, with its 2 cup holder and a concealed cigar lighter; it also houses a compartment for mobile phones as well as USB and Aux-in connections for portable devices. The tunnel has an integral armrest, which opens like two wings with a spring assist; it contains a large lit compartment with two further cup holder and a 12V power socket; it also has a ventilation outlet, which allows air conditioning to cool the interior when desired.

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Maserati Academy

Rear seats The rear seat of the New Quattroporte is a comfortable 3 seat bench, with heating as standard. The seats are designed to offer exceptional comfort along with abundant legroom. The seats are fitted with armrests, which house 2 foldaway cup holder, a lit compartment and USB socket with power supply for recharging mobile devices (smartphones, tablets, notebooks, etc.). Another novel feature of the New Quattroporte is the 40/60 split-folding rear seats. Using the leather covered strap, one can partially or fully lower the backrest, thus greatly increasing the already generous loading space. Finally, the seats are equipped with ISOFIX fittings, the universal childseat mounting system. Two individual rear seat option If you want the maximum in comfort for the rear occupants of the New Quattroporte, there is the rear comfort seat system, with two individual chairs separated by an console unit and wood insert matching the rest of the interior. The two rear seats, upholstered in Frau leather, like the rest of the interior, enhance rear occupant comfort and give the car a highly sumptuous and elegant look. The rear passengers have ample legroom and wraparound seats with electrical seat and backrest adjustments, for a completely relaxed position. This configuration of seats includes heating and ventilation, combined with a very soft perforated leather. Comfort is completed by the 4 zone climate control system, with display for separate temperature control. The main controls are included on a digital panel mounted on the central armrest between the two seats. In this two seat configuration, the front passenger seat can also be moved to further extend the legroom of the passenger seated behind it. Another element in this configuration is the USB socket with power supply for charging the most widely used mobile devices (smartphones, tablets, notebooks, etc.), two foldaway cup holders and two additional ones inside the armrest, which also houses a 12V power socket and cigar lighter. The large compartment under the armrest is illuminated and supplies fresh air through a ventilation outlet. The rear shelf is covered in leather as a final touch of elegance. Rear tables The two rear tables (requiring the optional full leather interior) are designed, with their pantograph opening mechanism, to provide a large supporting surface. Finely covered with Frau leather, they provide a handy support for laptops, documents or whatever else one may wish to use during a working trip.

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Sun shades The electrical rear side shades provide privacy and protect against direct sunlight. They are controlled with the window controls; pressing the button makes the shades extend from the door panel and slide down the glass window to prevent outsiders glimpsing into the car's interior. The button has two levels of operation; the first raises/lowers the window; the second controls both, one after the other. The rear window shade offers privacy and reduces direct sunlight. It is controlled both from the rear control panel under the air ports, and by the driver with the MTC display. Glove compartment The New Quattroporte is equipped with a number of spacious glove compartments, designed to allow the occupants to store objects they most frequently use during their trip, and covered with tactile materials. There is a deep glove compartment in the dashboard on the driver's side and a large drawer on the passenger side. The tunnel houses, along with its two foldaway cup holders, a compartment for external connections (Aux-in and USB). Integrated into the end of the tunnel is a large* armrest with soft-opening mechanism, which is climate controlled and illuminated and holds a 12V power socket and two additional cup holder. The front and rear door panels also have open storage pockets. For the rear passengers, unless otherwise equipped, there are two pockets in the front seat backrests, a small open compartment under the central ventilation ports** and a capacious compartment under the leather clad armrest containing a USB socket for recharging mobile devices and two foldaway cup holders. *If the four zone system is present, the volume of the compartment is reduced. **If the four zone system or heated seat/rear shade are present, this compartment is replaced by the system control panel. Sun roof Sun roof: to give even more light to the interior, the New Quattroporte can be fitted with a sunroof in tinted single-ply safety glass, with a manual sunshade. The roof can be tilted or opened completely; in the latter case it retracts completely into the roof of the car. Smoking kit The Maserati Quattroporte offers as option an ashtray designed with the same care and The Maserati Quattroporte offers the option of an ashtray designed with the same care and attentive choice of materials. The ashtray, with its satin finish aluminium lid, has been designed to be held by the car's cup holder.

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Maserati Academy

Night Ambient lighting The interiors of the New Quattroporte not only feature unique styling and prestigious materials, but also use light to further enhance the look of the interior and the quality of the occupants' experience when driving in the dark. The system uses an optical fibre running along the dashboard and the doors and even in the door handle cavities and door pockets, to give the interior a modern, elegant look.

White instrumentation backlighting The New Quattroporte's instrumentation is backlit with white light; this cold, technical light contrasts with the warm, welcoming interior, even over the other backlit controls, and makes them easy to identify and see when the interior lights are off and when driving at night. Interior lighting The front and rear ceiling lights are composed of a diffused lighting lamp and two separate reading lights. Along with these, two LED's concealed in the ceiling light give constant, soft lighting for the area beneath them; even the foot area is illuminated. The brightness of the light can be adjusted with a dimmer.

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Interior design, colours and customisations The interior has a streamlined, wraparound form, which gives the dashboard and tunnel an unprecedented feeling of lightness. The dashboard is wide and clean, upholstered in leather with matching stitching at the top and bottom. The dashboard, door, tunnel and (optionally) steering wheel trims are of three types, in three different woods. The client can choose a modern open grain wood, where the grain and knots of the wood can be seen and felt; or a traditional, elegant lacquered wood; or, for a sophisticated, sporting look, glossfinish carbon fibre. The dashboard has a large central insert available in a variety of the materials. The top of the central tunnel, which is covered entirely in wood or carbon fibre, reflects the prestige of the new Maserati flagship; and premium woods are also featured on the front and rear door panels. The front seats are comfortable and have full electrical adjustment, while the rear seats are comfortable and welcoming. The clean lines of the design, combined with the roominess of the compartment, make the interior very enjoyable, with the added pleasure of Italian styling. This is enhanced by the standard equipment such as diffused ambient lighting, particularly effective when driving at night. Another traditional Maserati feature is the analogue clock with blue dial, white backlighting, aluminium detailing and chrome surround, located in the centre of the dashboard. The interior of the New Quattroporte is characterized by the use of high quality leather. In the standard configuration the Poltrona Frau leather, the epitome of Italian craftsmanship, both in terms of the quality and us of the materials, is upholstered with embossed leather, which provides both visual and tactile pleasure. An even more refined interior is available featuring an upgraded upholstery. This premium quality leather is extremely smooth and soft. With this type of leather, the central section of the backrests feature a Y design with double stitching, while the doors combine matching stitching running along the door armrest, to underline the quality of the material. This extended use of leather is also offered with the central seat linings and backrest and the upper section of the backrest in Alcantara, with its soft touch, refined looks and excellent adherence to the body. The roof lining of the cabin, normally in fabric, is also available in Alcantara. The Alcantara covering of the roof, upper pillars, ceiling light surround and shades, lends the interior an uncompromising depth and refinement.

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Interior colour combinations The New Quattroporte, with its high number of interior colour combinations, as well as materials and coverings, is designed to be both a rational and stylistically satisfying product. The colour and material schemes are divided between the large area over the dashboard, coordinated with the area over the doors, the steering wheel, the under dashboard area coordinated with the central panel of the doors, the central tunnel and its armrests, and are completed by the carpet/carpet cover area and seats. The interior's style can be rounded out with a coloured roof lining, as well as with coloured inserts.

In combination with the upper area, the colours for the under dashboard area can be selected from a wide range and coordinated with the door centre panels, the central tunnel and its armrests. For a single colour, uniform look clients can choose from Black, Testa di Moro and Dove Grey. If a two tone interior is preferred, there the choice also includes light Beige and Cuoio (leather) colour. The seats are normally available in the same colours as the under dashboard area, unless a two tone interior is chosen. The New Quattroporte's seatbelts are available in 4 colours, coordinated with the carpet colours. Finally, the fabric roof lining is available in Black, Beige and light Grey. If the Alcantara option is selected, the further colour of Dove Grey is also available. The New Quattroporte interior follows a specific configuration flow. Starting from the upper dashboard it is possible to choose specific colour matched variants. Configurable areas are, in order of selection: Upper dashboard (combined with upper door panels) Lower dashboard (combined with central door panels, armrests, central tunnel) Carpets (combined with lower door area, map-pocket and floor mats) Steering wheel (combined with upper dash board or lower dashboard colour) Seats Ceiling (combined with upper pillars) Trim The selection of woods used to equip the New Quattroporte is characteristic of Maseratis classical elegance, modern sophistication and sporting DNA. These are the guiding concepts that led to the choice and creation of the interior inserts. The first innovation is the use of two open grain woods, with their matt finish, rich in veins and knots, and a strong tactile sensation. The standard trim is Erable (Maple), a classic and ever fresh wood: a natural wood with a sophisticated knottiness, which perfectly matches a range of interior colours, with a high quality gloss finish. There is also a wide range of optional trims.

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Introduction 41

The large, linear dashboard, combined with the area over the doors, is available in 4 leather colours; Black, a new Brown (Testa di Moro), Dove Grey and Deep Blue (Blu profondo).

The first is Ash Burl, a natural brown coloured wood with dark veining and harmonious knottiness.

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As an alternative to the dark wood, a new light wood with open pore is available: Beige, a fascinating concept wood has been created, with shadowy areas which make it even more alive and three dimensional, with its ivory colour, making it stylish and contemporary. Three glossy lacquered finishes are also available. A new, distinctive alternative is Tanganyika. This stands out for its wavy, soft movement (the fris effect), which makes it seem a soft fabric, made three dimensional by the lacquer finish. Another, dynamic wood, which matches both classic and sporting colours, is Ebony. This is a concept wood with a horizontal structure, which combines dark woods with other warm, flame-like colours. A unique wood, whose lacquer finish makes it particularly energetic and modern. The New Quattroporte also features a glossy finish carbon fibre, we have opted for a more modern, sporty note, which perfectly suits sports-oriented black/leather interiors as well as traditional colour schemes.

Quattroporte V8

Maserati Academy

Steering wheel and sports pedals A full leather steering wheel is available as standard. The colour of the steering wheel can also be selected by the client; the 5 colours available are Black, Testa di Moro, Dove Grey, Beige and Blue. As an option the New Quattroporte can be fitted with a steering wheel in high quality leather with wooden or carbon fibre insert around its entire outer rim. Five woods are available for the inserts, combined with the interior insert and the colour of the steering wheel itself. A further steering wheel option is the heated rim; this option is available only for leather steering wheels with wood inserts (not available for leather only or leather/Carbon Fibre steering wheels). Brushed steel sports pedals are available to give the New Quattroporte's interior an even more sporty look, with rubber inserts for improved grip and featuring the oval Maserati logo. This option includes a foot rest, also covered in brushed steel. Luggage Compartment The luggage compartment of the New Quattroporte has also been designed to provide a large, usable space. With its regular shape and capacity in excess of 500 litres, it is easy to fit in even large luggage items. It also features a 12V power socket, a lateral net for small objects, chrome plated eyelets for hooking on the load holder net and two internal lights. Under the load bed is a compartment for the OPT spare wheel and accessory equipment. The luggage compartment's carpet is available in 3 colours (Black, Beige and Dove Grey) to match the colour of the interior carpets (exception: if the interior carpets are Dark Brown, the luggage compartment carpet is Black).

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Attention to quality A lot of effort has been put into the quality of the interior of the new Quattroporte. The following are just a few examples: All dashboard and other interior trim parts have been developed to have a considerable reduction of weight and an increase in rigidity. Both with the ultimate goal of overall weight reduction and improvement in NVH. All interior parts have been designed to have a resonance frequency of higher than 40Hz. This avoids powertrain and chassis vibrations from being picked up by the vehicles interior. The door trim panels are made out of a natural fibre structure which is at the same time very robust and very light. Just like the seats, all visible trim parts (dashboard lower and upper sections, door trim panels, central console trim etc.) are trimmed with natural leather on all vehicle versions. Two qualities of leather grain are available for the interior. All visible parts in black plastic, such as the steering column trim, the covers of the external rear view mirror supports, trim surrounding certain controls etc., have been applied with a specific scratch-free paint finish. All wood inlay trim panels use natural wood, which is standard on all vehicle versions (optionally carbon fibre trim is available). For the central console and dashboard trim, the natural wood veneer is applied over aluminium. This gives a solid and high quality impression when touching the fold-open covers on the central console. For the door trim panels, the natural wood veneer is fixed on a plastic structure which has been injected on the rear. This solution has been chosen to favour occupant protection in the event of a lateral impact. Metal interior parts with soft polish finishing like the surrounding structure of the infotainment system and the area around the gear selector lever are made of die-cast zamak with galvanic soft-polish treatment. High-polish chromed parts on the door trim have a plastic structure to favour occupant protection in the event of a lateral impact. All stowage areas (glove box, in central console, at drivers side), have been trimmed with a high quality soft-feel material. Led-illumination is used inside stowage areas and cup holders. The stowage area at the drivers side is designed to stow an umbrella and has double led illumination, front and back. The stowage area in the central armrest (vehicles with dual-zone climate control) and in the rear central armrest (vehicles with four-seat configuration) is refrigerated. The fold-away tables (optional) and video screens (optional) for the rear passengers are extremely robust and are mounted on a magnesium backrest structure of the front seats.

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Maserati Academy

Technology

Powertrain The innovative new twin turbo V8 engine, the perfect expression of Maserati tradition, provides the highest performance available in the Maserati range, both in terms of maximum torque and power. The new generation of engines give the Quattroporte outstanding performance qualities, both in initial pickup, in-gear acceleration and top speed, with the V8 recording the highest values in its class. This all-new, innovative engine is an outstanding feature of the New Quattroporte, designed entirely in-house by Maserati and built by Ferrari, it is the most technologically advanced engine ever used in a Maserati. The new V8 has a capacity of 3.8 litres and produces 530hp with 650Nm of torque delivered from 2,000 to 4,000 rpm. Thanks to its low inertia parallel twin turbos it is capable of a staggering over-boost torque delivery of 710Nm. All Maserati engines have been carefully designed with highly refined technical solutions aimed at offering exceptional performance at all engine speeds, combined with attention to consumption and emissions. The new engines are equipped with high tumble cylinder heads and 4 timing variators, one on each camshaft. This solution was refined by the Maserati Powertrain department to obtain greater flexibility in valve lift management and optimal combustion control. The oil pump is an electronically controlled, variable displacement unit and works on two levels for improved consumption and performance. The new engine has two parallel low inertia twin-scroll turbo chargers to provide the high performance expected of the engine while virtually eliminating turbo lag. One of the goals of Maseratis powertrain engineers during the development of this engine was to make it feel like a naturally aspirated engine, with a linear power delivery and capable of the highest engine speeds. A sophisticated engineering solution has also been applied to the exhaust system which is integrated with the turbochargers for a more compact, lightweight construction.

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Introduction 45

Another characteristic feature of the new Maserati engine family is the high pressure direct fuel injection system (200bar). This very high pressure atomizes the fuel, thus improving the mixture and optimizing combustion at high engine speeds. The complete system is controlled by the latest generation Motronic engine ECU. This new engine is benchmarked versus the main V8/V12 competitors and achieves best-in-class specific power and torque outputs. Also in the best Maserati tradition, the New Quattroporte's exhaust system is controlled by pneumatic valves, with two operating states. In Normal mode (key-on) the valves are shut up to 3,000 rpm to give a comfortable and discreet engine sound. In Sport mode, selected with the Sport button, the exhaust valves are opened to enable maximum engine performance and the unique Maserati engine sound.

Introduction

The New Quattroporte uses the latest 8-speed automatic gearbox from ZF for precise control and high performance; lighter than the current 6 speed unit (by 4kg), more efficient (consumption down by 6%), with 2 over-drive ratios. The 8-speed gearbox is combined with a modular transmission shaft and a mechanical limited slip differential. The transmission has two basic user modes: Auto-Normal (default): comfortable changing with fluid shifts; changes take place at low engine speeds to increase comfort and reduce consumption. Auto-Sport: sports changing with fast shifts; changes take place at high engine speeds with emphatic gear engagement to increase the sportiness and response of the vehicle. In each mode, the driving style and road conditions are recognized and the best gear shift strategy within the selected mode is determined by means of a sophisticated self-learning process. The transmission can also be completely controlled in Manual-Normal and ManualSport modes, either with the central selector lever or with the steering wheel paddles. An added driving mode for the powertrain is I.C.E. (Increased Control and Efficiency): in this mode, the gearbox changes as softly as possible, both when changing up and down, and fuel efficiency is optimized.

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"The innovative Maserati proprietary engines of the all-new Maserati Quattroporte have all been designed and developed by Maserati and Ferrari engineers in the heart of Italy's motor valley. As a matter of fact, they are going to be produced in the Ferrari plant in Maranello that has been synonymous with cutting-edge technology and passion for well over 60 years. Passion is indeed the middle name of a whole new generation of Maserati engines that will equip the all-new Maserati Quattroporte and the models that will soon follow her on the market. The passion and state-of-the-art technology that is at the heart of all the new Maserati engines that will be mounted on the next generation of Maserati products have produced engines that are not only more powerful than ever, or more exciting to drive than ever - bust also more eco-friendly than ever before." Paolo Martinelli, Maserati Powertrain Director

Chassis The chassis of the new Quattroporte has been developed from scratch, and offers a few technical solutions that have never before been applied on a Maserati production car. The vehicles chassis is a hybrid high strength steel and aluminium construction with front and rear sub-frame structures. The suspensions are made out of aluminium throughout, including the shock absorbers and dome structures. At the front, the choice of an upper double wish-bone configuration guarantees precise, light handling and direct steering. At the rear, the solution employed is a multi-link 5 bar configuration of an innovative new design, with the aim of obtaining exceptional comfort and stability. Much effort has been put into keeping the unsprung masses as low as possible, with the hub carriers front and all suspension levers made out of forged aluminium. Both at the front and rear, the suspension is connected by a steel anti-roll bar designed to make the structure more rigid and increase driving pleasure.

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Introduction 47

The new Quattroporte has aluminium gas shock absorbers with independent dynamic electronic control. The system monitors a wide range of parameters, including vehicle dynamics (speed, lateral acceleration, longitudinal acceleration), body and wheel movements, shock absorber dynamics (compression, extension, rod speed) and depending on the setting chosen by the client by the dedicated button on the gear selector console, the system selects the ideal damping conditions for the current handling situation, for each wheel separately. The car's independent suspension control is one of the outstanding features of the New Quattroporte. The servo-assisted system is hydraulic and prevents unpleasant resistance when turning the steering wheel quickly. The power assistance is speed variable: this ensures light handling for low speed manoeuvring and stability at high speeds. The steering box is constructed entirely in aluminium and developed for the specific architecture of the front suspension to enable precise geometry resulting in precise steering and sensitive steering/entry into corners. The Dual-Cast braking system is designed to combine low weight and high stopping power with the excellent heat dissipation characteristics that are not achievable with a traditional integral iron disc. The partnership between Maserati and Brembo continues and for the new Quattroporte, they not only contributed to configuring the overall performance of the system, but also to the development of a low noise solution which reconciled the competing characteristics of the car: comfort and performance. The large front calipers with six pistons act on a 380mm perforated disc; the larger size of the system and hence the braking surface enables better heat exchange, resulting in more efficient cooling and constant performance in sports use. The rear is fitted with 4 piston aluminium calipers with 350mm perforated discs. Of course the braking system is complemented with integrated ABS, traction, and stability control systems that are of the latest available generation and calibrated to match the driving characteristics that are typical for every Maserati. The braking system is further complemented with an electric parking brake (EPB): this solution offers enhanced functionality (Auto-apply, Pre-release, Dynamic brake) and liberates the interiors central console area of a mechanical parking brake lever.

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"Refined technical solutions, an explicit attention to the most challenging targets in terms of performance, comfort, efficiency and safety - these are the key elements of the all-new Maserati Quattroporte. Maserati engineers have worked - with a competence matched only by their passion - in chassis designing and engineering, weight reduction, ergonomic enhancement to develop a car capable of fitting different powertrain architectures and transmission configurations for the most diverse driving conditions but always maintaining Maserati's trademark best-in-class driving comfort. The results is the all-new Maserati Quattroporte, a luxury sports sedan that reaches new heights in terms of performance and handling, driving enjoyment as well as respect of the world we live in: the best performance ever in the long history of Maserati's four-door flagship sedan are matched by the unprecedented success in the quest for an eco-friendly automobile. All this done, of course, as you may expect from Maserati, in the spirit of the most severe active and passive safety conditions." Roberto Corradi, Maserati Vehicle Development Director

Electronics and equipment The electrical system of the new Quattroporte is of a completely new generation and integrates more than 40 ECUs and electronic controllers that are interconnected by several high-speed communication lines. This permits the implementation of a high number of integrated comfort and luxury features without added weight and complexity. An overview of some of the Quattroportes outstanding technological features: Touch screen head-unit display: using the MTC (Maserati Touch Control) with its 8.4" touch screen display, the user can control much of the on-board equipment simply and intuitively. The system includes radio, navigation and DVD player, and has Bluetooth connection and connection to external sources like mobile phones and Apple devices. Using the Aux-in and USB sockets or the SD card reader, the user can play music, watch films or view images. The MTC also controls the front seat heating, as well as their ventilation, steering wheel heating and the operation of the rear window shade. The MTC's menus have options for configuring the car's main settings. The system's various menus are always available from the icons displayed at the bottom of the screen.

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Premium sound system: the standard audio system of the new Quattroporte gives outstanding power and -quality of sound. The system has 10 speakers and a 600Watts amplifier. The architecture includes: 80mm midrange and two 25mm tweeters on the dashboard, 165mm woofer in each door and two additional 25mm tweeters in the rear doors, with a 180 x 250mm subwoofer on the rear shelf. High-Premium system Bowers & Wilkins: the optional Bowers & Wilkins audio system provides the highest possible standard of in-car hi-fi. The components, the layout of the 15 speakers, and a perfect configuration of the QuantumLogic Surround Sound logic required long and very demanding sound engineering studies. The result is a system which perfectly reproduces every nuance of the sound, with a purity and dynamic response at the highest level, for total realism and a completely new level of music enjoyment on the road. The QuantumLogic Surround Sound system processes the individual elements of the track; musical instruments, voices and the interior's reverb are identified, separated and processed into a surround sound field which is exceptionally realistic and precise and gives a crystalline, perfectly defined audio image. The system has 15 speakers and a 1,280Watts amplifier. The style of the speakers on the doors and rear shelf is different from that of the basic system, with features that make it completely distinctive. The architecture includes a central 100mm Kevlar cone midrange and three 25mm tweeters at the centre and sides of the dashboard. The front doors house a 165mm woofer and 100mm Kevlar cone midrange while the rear doors mount a 165mm Kevlar woofer and 25mm tweeter. The rear shelf has two 100mm Kevlar midranges and a 350 x 200mm subwoofer. Rear seat entertainment: the car features the optional rear seat entertainment system. It features two 10.2" tilting LCD displays; the two USB ports allow the occupants to hookup, either independently or simultaneously, external sources for reproducing photographs and audio/video tracks in the majority of formats (MPEG 1, 2, 4, WMV, Xvid, MP3, WMA, AAC, etc.). The system also has a versatile A/V-IN connection for further external devices such as videogame consoles, photo cameras, video cameras, laptops, and further more. In addition, the system can be equipped with a TV tuner (EUROPE, CHINA, JAPAN only). Each of the two monitors is equipped with its own remote and wireless headphones.

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Maserati Academy

Wi-Fi Hot spot: the Wi-Fi Hotspot is a vehicle data connection system optional on the new Quattroporte. A WLAN router with a SIM card for data transmission receives signals from the internet and allows wireless internet access while on the road. Wireless devices can connect simultaneously, for example a laptop and two cellular phones. The In-car Hotspot system supports HSDPA, UMTS, EDGE and GSM. New key and Keyless Entry/Keyless Go system: the Quattroporte has a new key, in a style to match the car itself. the body of the key is made out of polished aluminium, which makes it heavy, elegant and sophisticated. The key has four control buttons: door unlock; door lock; luggage compartment open; and a remote function for the external lights. Holding down the door unlock/lock buttons also raises/lowers the four windows. A PANIC remote function is added (USA only): pressing this button twice sounds the horn/siren and turns on the 4 indicator lights; it is designed to call attention to the car in case of an emergency. The New Quattroporte includes as standard equipment a Keyless Entry/Keyless Go system. When the car is parked with doors locked, it is sufficient to keep the key in the pocket and to place the hand on the handle or luggage compartment button in order to unlock the vehicle. This greatly facilitates getting into the car without the use of the remote control, and the system can be extended to the rear doors as well (option).

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Introduction 51

Inside the keys aluminium body is an emergency key, which can be used to open the car if power is lacking. Remote engine start (Middle East only): this system replaces the external lights function on the remote with a remote ignition function. Pressing the button at a distance of up to 150 metres from the car turns on the engine, along with the climate control function (cooling/heating depending on the settings) so that the cabin is comfortably air-conditioned when entered. Rain sensors and functionality: the car is equipped with automatic windscreen wipers which use rain sensors to detect the intensity of precipitation, and automatically start the wipers. The automatic function can be cancelled via the MTC. The front windscreen wipers are fitted with heated washers mounted under the engine compartment lid.

Introduction

Auto dimming rear view mirrors with integrated turn indicators: the external rear view mirrors of the new Quattroporte are electro-chromatic type with electrical adjustment and automatic lowering when reversing, which helps the driver to see the edge of the pavement and any objects close to the side of the car. They also contain the LED direction indicators and a courtesy light on the surface of the glass. The interior rear view mirror is electro-chromatic as well; this technology reduces the glare from following headlights to avoid dazzling the driver. Climate control: the automatic two zone standard climate control system, thanks to its large air delivery via 13 ventilation ports (4 of which are at the rear) and sunlight sensor, gives outstanding performance for on-board comfort and a high level of maintenance of selected conditions. The temperature adjustment functions, which are separate for driver and passenger, are controlled via the MTC (Maserati Touch Control), as well as via a physical control panel positioned underneath the screen. Thanks to the 455 m3/h of air delivery, the system performs much better than its predecessor, cooling/heating the air much faster than before and easily maintaining the set conditions. The system is controlled by a number of sensors in the car; the humidity sensor detects the humidity percentage in the passenger compartment and increases the flow from the defrosting/ demisting ports when required. The sunlight sensor, on the other hand, regulates the temperature of the air issuing from the ports in relation to the sunlight and outdoors temperature. Four zone climate control (optional): the automatic four zone climate control system considerably increases on-board comfort for the rear passengers. Separate temperature control is made possible by the control panel on the rear unit, which can also be used to change the air flow distribution; the driver can also modify the climate settings with the MTC in the front of the car. The system has 15 ventilation ports, as follows: 1 demister on the windscreen, 4 outlets on the dashboard, 2 on the joint between the front pillars and upper door surround, 2 at the feet of the front occupants, 2 central ports on the rear console, 2 on the B-pillars and 2 in the rear occupants foot area.

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Performance

The new Quattroporte sets new standards as regards performance in the luxury car segment. Thanks to its twin turbo V8 engine producing 530hp and 710Nm of torque, the acceleration at full throttle is nothing less than thrilling. The sprint from a standing start to 100km/h (62mph) is covered in just 4.7 seconds, or 0,3 seconds faster than the MY12 Quattroporte Sport GT S; the kilometre from a standing start takes only 22,7 seconds, which is an improvement of 1,4 seconds compared to the most sporty variant of its predecessor. These acceleration figures were up to a few years ago the exclusive territory of two-seater supercars. But possibly even more impressive is the Quattroportes top speed. It is capable of a maximum speed, where possible and allowed, of 307km/h. This is an amazing 20km/h faster than the MY12 Quattroporte Sport GT S, and no other V8 powered saloon currently on sale goes faster. These figures make from the new Quattroporte the fastest production Maserati ever made, and one of the fastest cars on the road. Off course, these stunning performances call for a braking system that is up to the task. And indeed, the Brembo performance braking package of the new Quattroporte manages to stop the car from 100km/h in only 34 metres. Just as impressive as the sheer performances are the way the new Quattroporte delivers them: apparently effortless, confidently, and without ever loosing composure. During highway cruising at 120km/h (75mph) in 8th gear the engine makes less than 1800rpm, favouring low interior noise and fuel economy the fuel consumption is more than 20% reduced compared to the previous Quattroporte while exhilarating acceleration is always promptly available upon the drivers request with an automatic downshift of up to 5 gears at a time during kickdown! The new Quattroporte combines supercar performances with comfort, style and dignity in the very best Italian tradition.

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A look under the bonnet

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1. Double throttle valves are used for the first time on a Maserati engine 2. Air cleaners are easy to access 3. Front Power Distribution Centre (PDC) houses fuses and relays 4. Power steering fluid reservoir 5. Oil level gauge, behind cover 6. Oil filler tap 7. Reservoir for primary coolant circuit (engine cooling)

8. Reservoir for secondary coolant circuit (transmission and power steering cooling) 9. Body acceleration sensors for Skyhook active damping control, as standard for all vehicles 10. New generation Motronic MED17 ECM 11. Cover for access to interior air cleaner 12. Cover for access to brake fluid reservoir 13. Filling tap for windscreen washer fluid

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Maserati Academy

Creation of the new Quattroporte

A project born in Modena

Officine Alfieri Maserati was founded in Bologna, Italy, on 14 December 1914, and moved to its current location in Modena in 1939. Nearly a century of activity has brought with it glorious achievements both on the road and the track as well as more challenging times, which have helped to forge the companys character and personality. Maserati today has representations in 57 countries, and is part of the Fiat-Chrysler alliance that has facilities in 4 continents. Given this international context, Maseratis attachment to its Italian home ground is more relevant than ever. This is where the new Quattroporte, just like all Maseratis of the past, was created. The development team of the new Quattroporte, internally called the M156, is located in Maseratis facility in Via delle Nazioni in Modena, at a stones throw from Maseratis headquarters in Viale Ciro Menotti. This site is generally referred to as Maserati Corse because it also houses the companys racing department. The entire development of the new car was carried out in this location, from the first outline of the project and the decision making process, to the coordination of the intense durability testing activity of the finished vehicles. Given the success of the M139 generation Quattroporte, coming up with something even better to replace it was not an easy task. The first work on the project was started in 2008. Still early in the development process of this new car, the remarkable decision was taken to split the project into two different directions. The new Quattroporte, which received model code M156, would become significantly larger than the previous model, with a longer wheelbase and plenty of interior space, especially for the rear passengers. The second, model code M157, was to become a more compact, driver-focused car. This car will soon see the light as the new Ghibli. Maserati utilized the best available resources from parent group Fiat for the development of the new Quattroporte. The new engines, developed by Maseratis powertrain department, are built by Ferrari in Maranello. The body and chassis panels are being pressed by Fiats Mirafiori facilities in Turin, before being transported to Maseratis OMG plant where they are welded together to form the complete bodies; and the electronic know-how of group partner Chrysler has been utilized for some of the Quattroportes electrical systems and devices. The new Quattroporte comprises about 7000 part numbers (single parts and assemblies) that involve 221 suppliers. Every single car produced, after passing a meticulous quality inspection, undergoes an open road test on a 54km combined trajectory.

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Officine Maserati Grugliasco (OMG)

In August 2009, Fiat Group Automobiles (FGA) purchased Carrozzeria Bertone, the contract manufacturing arm of Gruppo Bertone that also includes the famous design house, after it had filed for bankruptcy after 98 years of activity. The facility was named Officine Automobilistiche Grugliasco (Grugliasco Automobile Plant) and a 500 million Euro investment plan started in the second half of 2011, in order to get the site ready for the production of Maseratis new G- and E-segment vehicles: the new Quattroporte and its sister model, the new Ghibli.

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The OAG facility, that is set up to have a production capacity of 135 vehicles per day on two shifts, represents a strategic pillar in the fulfilment of Maseratis ambitious plan to become worldwide a major player in the luxury car segment. It is located at the foot of the Alps just outside Turin, a region that has traditionally always been one of the central hubs of the Italian and European motor industry, and the heart of Italian car design.

A top view of Maseratis 194.640 square metres OMG production site at the Corso G. Allamano in Grugliasco, on the outskirts of Turin. The following sections can be identified: body welding (1), paint shop (2), vehicle assembly and finishing (3) and logistics area (4).

Quattroporte V8

Maserati Academy

The ambitious investment plan has turned this facility into one of Europes most modern car factories. Today the site comprises completely new vehicle assembly lines, as well as a state of the art welding area for the construction of hybrid steel and aluminium vehicle bodies, and an ultra-modern paint shop with cataphoresis baths for corrosion protection, aluminium surface treatment baths and electrostatic paint lines. The use of waterborne coatings maximally reduces the environmental impact of the body painting process. OAG has a total surface of almost 200.000 square metres, with about half of this area covered. It employs 600 staff at the moment of the start of production of the new Quattroporte, a number that will grow to around 1.500 when the model reaches full production speed, and when a second production line for the Ghibli sister model is added.

The link between Maserati and the Grugliasco production facility is not at all new. In fact, it is over 40 years old as the bodies of the Bertone-designed Khamsin and Quattroporte II were assembled at exactly the same location.

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On 1st October 2012, the control of this production site was officially transferred to Maserati S.p.A. and its name was changed into Officine Maserati Grugliasco.

New quality standards

This new product also represents the start of a new era, Maserati has totally redefined its quality standards with the New Quattroporte platform. These are not just new standards in design, development and process control, but also in manufacturing. The new Maserati plant combines the craftsmanship of its specialized staff with cutting edge technologies, able to control the smallest details and to guarantee outstanding quality. An integrated quality management is today implemented in Maseratis operations, both in the Modena headquarters and in the new Grugliasco facility. This is structured around a number of pillars like ISO certification, Customer Satisfaction Index and an ambitious program referred to as World Class Manufacturing (WCM). All areas of Maseratis operations, including vehicle development (M156), are today fully ISO 9001 certified. The ISO 9001 certification has been achieved successfully through external audits, during which Maserati has been acclaimed for the constant growth of its Quality system during the past years, and the progress made in all fields. Additionally, WCM is a program for the optimization of manufacturing processes on a worldwide level, to which adhere a large number of multinational companies. WCM is based on 10 technical pillars, supported by 10 managerial pillars. Each pillar is obtained by a 7 step approach: Three reactive steps: actions are taken to deal efficiently with occurring errors and faults. Two preventive steps: specific measures are taken to prevent the reoccurring of errors and faults encountered in the past. Two proactive steps: based on the previous experiences, measures are implemented to avoid what could potentially become new problems and faults. The principles of WCM are implemented on the work floor, not just in the offices. The voice of the final customer is heard throughout the whole plant. WCM derives its power from a strong involvement of people, who share their joint passion for high quality standards. In a WCM environment, errors and anomalous situations are immediately visible and identified, and the right climate is created for the birth of a top quality product: the new Maserati Quattroporte.

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Introduction

Quattroporte V8

Maserati Academy

Genuine Accessories
A new Genuine Accessory range has been designed and developed for the New Quattroporte. Tested and conceived on the new vehicle features, each accessory meets all Maserati technical, quality and stylistic requirements. The range includes the following items:

Indoor car cover and Outdoor car cover

The New Quattroporte can be protected by two different car covers: one conceived for indoors and one for outdoors. The Indoor car cover is made of fine stretch cloth in blue colour emblazoned with an elegant light grey piping. The cloth fits the body perfectly and follows its muscular lines. The Outdoor car cover is made of high-performance, waterproof, breathable and stretch material. Elasticity is a plus that adds to the aesthetic as well as technical features of the product, which perfectly adheres to the car body and eliminates the wind effects. The car cover fabric is light grey in colour. Both car covers are embellished with printing: the shape of the radiator grille and the Trident logo on the front, the Quattroporte logo on the windscreen, the three air outlets on the side and the Maserati logo on the boot.

Anti-stone chipping film (side)

Designed to protect the areas subject to possible damage, the side Anti-stone chipping film is composed of shaped urethane film coated with a removable adhesive system. The film is applied with a water-based solution and, when removed, does not leave any adhesive on the surface on which it was applied. The protective covering is 100% transparent and does not alter the colour of the bodywork.

Winter mats
Tailor-made for the new Quattroporte, the Winter floor mats are the ideal solution to protect vehicle interiors from water, snow, mud and sand. Made of anti-slip material and with clip fastening, the floor mats are easy to fit to the interior trim panels and can be perfectly anchored to the vehicle floor. Their surface is totally water repellent and waterproof, and it ensures optimal grip of the driver's feet, which results into fully safe driving. The set consists of two front floor mats and two rear floor mats, all made of rubber.

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Introduction 59

Certain details and final pictures of the Quattroportes Genuine Accessories are not yet available at the moment of printing. A complete and up to date overview of the Genuine Accessories range can be found on Modis, Maseratis dealer portal.

Luggage set
Elegance and quality distinguish the new Quattroporte luggage set, which features genuine Made-in-Italy style and leather. For this set, Maserati has chosen Poltrona Frau as its partner, to deliver a perfect combination of quality details and exclusivity. The suitcases have been designed to fully exploit the boot capacity so that each item of luggage makes maximum use of the storage space available. The set is entirely made of leather with contrasting colour trims that enrich the front of each bag. On the front the piping recalls the shape of the central tunnel and the Trident embellishes the soft and fine leather of which the suitcases are made.

Introduction

On the handle the Maserati logo in relief makes the details precious and elegant. The set consists of six standard pieces: two trolleys (one big and one small), two beauty cases (one big and one small), one suitcase and one bag. Each component can also be ordered separately. These additional products can be added to the set: a shoes holder (for two pairs of shoes), a suit holder, and a luggage compartment belt.

60

Child seats
To ensure the safety of little passengers, Maserati has developed three Child seats in collaboration with Peg Perego. In accordance with the regulation which categorizes child restraint systems into groups by age, the Maserati range includes child seats for three groups: Group 0+ (from 0 to 13 kg), Group 1 (from 9 to 18 kg), Group 2/3 (from 15 to 36 kg). The child seats have been subjected to all safety tests and are approved under European homologation ECE R44/04. The Group 0+ and Group 1 can be easily attached onto the same Isofix Base (separately available) or using the car seat belt. The Group 2/3 is quick and easy to secure to the car seat using the seat belt. The cover of the seats is made of a combination of dark grey fabric Moon Jersey and black leather with light grey stitching, especially developed for Maserati child seats. The child seats are Maserati branded with a Trident logo on the headrest and Maserati writing on the tab.

Luggage compartment mat

Specially designed for the New Quattroporte, the Luggage compartment mat is developed to protect the luggage compartment floor. The mat fits the boot surface covering the floor perfectly. It is made of long-lasting rubber and it is waterproof and washable. The personalization on the surface recalls the shape of the front grille and the Maserati and Trident logos.

Luggage compartment net

Elegant and customized for the New Quattroportes luggage compartment, the luggage compartment net is made to secure objects in the boot, preventing them from undesired movements while travelling. The net is made of polypropylene and is edged by elasticated bands. It can be easily installed in the boot using the hooks provided on the luggage compartments floor.

Quattroporte V8

Maserati Academy

Car care kit

The Car care kit consists of nine products, exclusively designed and developed for Maserati with the aim of preserving the top-quality materials of the vehicle and at the same time respecting the environment. These products - tested and approved by Maserati's laboratories - are part of the "Kyoto Friendly line, currently the only product line that can be used in any place. The kit consists of the following products: shampoo, insect remover, tire black, wheel rim treatment, window cleaner, plastic cleaner, leather cleaner, leather reviver and delicate fabric cleaner.

Windscreen water repellent treatment

The windscreen water repellent treatment, the result of Maserati-Wrth collaboration, has been developed to improve visibility during winter months. After applying the product the windshield has a perfectly smooth surface where water just rolls off. In addition, this treatment helps remove dirt and ice from the windscreen.

Battery charger and maintainer

The battery charger and maintainer not only recharges the battery of the vehicle, but also protects it, maintaining its performance and increasing its lifetime. When connected to the cars battery and plugged into a power socket, the device maintains the battery charge at a steady level, ranging from 95 to 100%. If necessary, it is also able to charge the battery. The battery charger and conditioner is easy to use and does not need to be programmed before use. It can be left connected for several months, without any risk of damaging the vehicle.

Jumper cables
The battery jumper cables come in a branded case and can easily positioned in the spare wheel compartment.

Emergency kit
The emergency kit provides first aid in case of a car breakdown or any other emergency situation. The kit comes in an elegant case that fits perfectly in the niche on the left side of the luggage compartment. The kit includes the following elements: emergency triangle, reflective emergency vest, luminescent pipes providing chemical lights, dynamo torch, first-aid kit, gloves, ice scraper.

Snow chains
Especially developed for the New Quattroporte, the snow chains spider version are easy to fit and can be removed quickly without damaging the wheel rims. They provide optimal road grip on ice and snow.

Valve caps
The Valve caps add an extra touch to the New Quattroporte wheel. The caps are made of lightweight material, rustproof and impervious to all atmospheric conditions. On the top the Trident logo in relief personalizes the cap.

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Introduction 61

The products come in an elegant and practical transparent case with black leather finishes. It is also possible to order each item separately.

Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

Quattroporte V8

Maserati Academy

General information
Content
Model information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Market specifications and emission standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Location of VIN and identification plates Vehicle Identification Number. . . . . . . Vehicle identification plate . . . . . . . . . Paint identification code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 .4 .4 .5

VIN coding system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Dimensions, capacities and weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Performances, fuel consumptions and emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Scheduled maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Towing, lifting and jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Towing of the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Emergency opening and release functions . . Drivers door opening with emergency key Fuel lid opening . . . . . . . . . . . . . . . . . . . . Manual fuel filling. . . . . . . . . . . . . . . . . . . Manual EPB release . . . . . . . . . . . . . . . . . . Gearbox neutral position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 .13 .13 .14 .14 .15

Maserati Academy

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General information 1

Model information
Model information Model type Designer Vehicle type Vehicle segment M156 Maserati Centro Stile, led by Lorenzo Ramacciotti 4 door saloon, 5 seats (4 seat configuration with rear central console optional) G F154A M156A North American International Auto Show (NAIAS) Detroit, January 2013 December 2012 OMG, Turin, Italy January 2013 (Europe LHD), March 2013 (China, Asia Pacific, Middle East, Africa), April 2013 (Japan), June 2013 (North America, Latin America), July (UK, RHD markets)

General information

V8 engine code (design) V8 engine code (homologation) Model launch Start of production Production location Start of Sales

Quattroporte V8

Maserati Academy

Market specifications and emission standards

Market specification EU Countries Europe (excluding UK), Turkey, Russia, Israel, Lebanon, Taiwan, Tunisia, Algeria, Morocco, Jordan, Azerbaijan, Iran, Syria, Argentina, Chile, Bolivia, Colombia, Ecuador, Peru, Philippines, Brazil, Venezuela UK, Hong Kong, Singapore, Thailand, Malaysia, Indonesia, South Africa USA, Canada, Mexico, Puerto Rico, Venezuela, South Korea Australia, New Zealand Japan Japan Saudi Arabia, Oman, Qatar, Bahrain, Kuwait, Egypt, U.A.E. China India, Pakistan

UK USA/Canada Australia Japan LHD Japan RHD Middle East China India

For both commercial reasons and reasons related to homologation requirements, the specifications and content of vehicles can vary for different markets. The market specification of a vehicle is often referred to as Vehicle Version. The below table shows a number of specifications which depend on the market version. Always refer to the latest available commercial and technical information form the factory for more details. Market specification EU UK Driving Speedometer side LHD RHD Metric Miles for UK market only, metric for other countries Miles (metric for Canada, Mexico, South Korea) Metric Metric Metric Metric Metric Metric External lighting LHD headlights RHD headlights PAD Yes Yes Front and rear bumper Standard Standard Emission standard Euro 5 Euro 5

USA/Canada

LHD

LHD headlights + amber color side markers (USA and Puerto Rico only) RHD headlights RHD headlights RHD headlights LHD headlights LHD headlights RHD headlights

No

Shock absorbing (standard for Mexico)

LEV II - LEV

Australia Japan LHD Japan RHD Middle East China India

RHD LHD RHD LHD LHD RHD

No No No No Yes Yes

Standard Standard Standard Shock absorbing Shock absorbing Standard

Euro 5 TRIAS31 J042(2) - 01 TRIAS31 J042(2) - 01 Euro 5 Phase 4 Euro 5

Maserati Academy

Quattroporte V8

General information 3

Location of VIN and identification plates

Vehicle Identification Number

General information

The VIN is punched on a chassis cross member in the front floor area on the right hand side, it can be viewed by opening a plastic cover in the floor carpet.

The VIN Number is also visible from the outside through the windshield on the front left corner of the dashboard.

Vehicle identification plate

An adhesive sticker on the drivers door post shows the following details: Manufacturers name Homologation number VIN Maximum admissible weight (total / front / rear) Engine type Vehicle version code Assembly number (N for spares)

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Maserati Academy

Paint identification code

An adhesive sticker with the paint code is applied on the underside of the engine compartment lid.

Maserati Academy

Quattroporte V8

General information 5

VIN coding system

The VIN or Vehicle Identification Number is composed of 17 characters and always placed between two stars.

General information

Section 1 2 3

Explanation Engine type Restraint system Restraint system ZAM = Maserati P = V8 twin turbo 530hp P = Front: three point manual seat belts with retractor and double pretensioner plus advanced airbags and head bags for driver and passenger. Rear: three point manual seat belts with retractor and pretensioner; three point manual seat belt for central seat (where available). Rear wheel drive vehicle. 56 = Quattroporte M156 A = USA/Canada B = EU C = UK, Japan RHD, India D = Australia E = China F = Middle East J = Japan LHD

4 5

Model type Version

6 7

Check digit * Model Year (MY)**

calculated digit for validation of the VIN 2001 = 1, 2002 = 2, 2003 = 3, 2004 = 4, 2005 = 5, 2006 = 6, 2007 = 7, 2008 = 8, 2009 = 9, 2010 = A, 2011 = B, 2012 = C, 2013 = D, 2014 = E, 2015 = F, 2016 = G, 2017 = H, 2018 = J, 2019 = K, 2020 = L 1 = OMG 6 digit serial number (Matricola)

8 9

Plant of manufacture Production sequence number

(*) only used for the vehicle versions USA/Canada, Middle East, China and for Korea market. For the other versions/markets this character is 0. (**) only used for the vehicle versions USA/Canada, Middle East, China and for the markets Korea, Brazil, Chile and Argentina. For the other versions/markets this character is 0.

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Dimensions, capacities and weights

Dimensions Overall length Overall width (without mirrors) Overall width (with mirrors) Overall height Wheelbase Front track Rear track Front overhang Rear overhang Capacities Luggage compartment Effective fuel tank capacity (including 16L of reserve) Windscreen and headlight washer fluid Engine oil (corresponding to MAX level) Engine coolant circuit Secondary coolant circuit >500L 80L 5L 8,6L 13,9L 5263mm 1948mm 2097mm 1481mm 3171mm 1634mm 1647mm 968mm 1123mm

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Quattroporte V8

General information 7

Weights Dry weight Kerb weight* Maximum admissible weight Maximum admissible weight, front axle Maximum admissible weight, rear axle Weight distribution front/rear (with driver) 1800kg 1900kg 2540kg 1200kg 1340kg 50/50%

General information

(*) with all liquids at the maximum level including 80L of fuel.

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Maserati Academy

Performances, fuel consumptions and emissions

Performances Maximum speed* Acceleration from 0 to 100km/h (62mph) from a standing start Acceleration from 0 to 1000m from a standing start Stopping distance from 100km/h (62mph) to 0 (*) the maximum speed is reached in 6th gear at 6627rpm. Performance factors Coefficient of drag (Cx) Power to weight ratio Fuel consumptions Fuel consumption, NEDC* Fuel consumption, urban cycle** Fuel consumption, extra-urban cycle*** Emissions CO2 emissions, NEDC* 278g/km 11,9L/100km 17,6L/100km 8,6L/100km 0.31 279 bhp/ton 307km/h 4,7s 22,7s 34m

(*) New European Driving Cycle, composed of combined urban and extra-urban driving cycles. (**) This test begins with a cold start, followed by a simulation of an urban route. (***) This test involves frequent accelerations in all gears, simulating use of the vehicle on routes outside urban areas; the speed varies between 0 and 120km/h (75mph).

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Quattroporte V8

General information 9

Scheduled maintenance
The scheduled maintenance services must be done at the times or mileages specified to protect the vehicles warranty and ensure the best vehicle performance and reliability. More frequent maintenance may be needed for vehicles operated in severe operating conditions, such as dusty areas and very short trip driving. Inspection and service should also be done anytime a malfunction is suspected.

General information

The scheduled maintenance in the below table is for your reference only. It can be subject to modifications over time or vary depending on the vehicle version. Always refer to the workshop manual for accurate information regarding the scheduled maintenance operations of a vehicle.

Service Interval** Belt for alternator, water pump, a/c compressor and power steering pump Engine oil and filter Cooling system, connections and lines Air cleaner elements Fuel injection system, connections and lines Ignition system, cables and connections Spark plugs Active carbon filter and Lambda sensors Secondary air system, connections, pipes, valves Blow-by system Fuel emission control system, lines connections and valves Automatic gearbox and differential oil level Hydraulic power steering fluid level (bleed if necessary) Engine coolant level Brake fluid level (bleed if necessary) Brake system: lines, calipers, connections, warning lights on dashboard and parking brake operation Wear condition of the braking parts (pads, disks), replace if necessary

1 I

2 I

3 I

4 R

5 I

6 I

7 I

8 R

9 I

Replace at least every 4 years and every time the part is removed R I I I I R I* R* R I* I I* I* R R I* R* R I* I I I R R Replace at least every 4 years I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I R I* R* R I* I I* I* R I* R* R I* I I I R

10

Replace at least every 2 years Replace at least every 2 years Replace at least every 2 years I I I I I I I I I

Quattroporte V8

Maserati Academy

Service Interval** Joints for front and rear suspensions, front and rear under-chassis Tightening torques Steering system components, joint protection, rack boots on the steering levers and on the axle shafts Tightening of screws, nuts and bolts (including those for the exhaust system), connections, retaining clips and clamps Pollen filter Starter motor and alternator: power absorption and charge Vehicle wheel geometry check Check and adjustment of systems in general, hinges, doors, front and rear lid Correct operation and reliability of the seats and seat belts Fastening screws and nuts on the bodywork Headlight aiming Chassis integrity and protected areas Treatment of the leather interior Vehicle road test (any time this may be necessary) Vehicle check with Maserati Diagnosi Update of navigation maps with the latest available version

1 I

2 I

3 I

4 I

5 I

6 I

7 I

8 I

9 I

R*

R*

R* I

R*

R*

R* I

R*

R*

R* I

I I/A

I I/A

I I/A

I I/A

I I/A

I I/A

I I/A

I I/A

I/A

I I I I I I I I

I I

I I

I I

I I

I I I I I I

I I I I I I

I I I I I I

I I I I I I

I I I I I I

I I I I I I

I I I I I I

I I I I I I

I = Inspect, R = Replace, A = Adjust (*) All the operations marked with an asterisk are not compulsory but rather recommended, in the event that the vehicle is frequently used in heavy-traffic conditions or on dusty or sandy roads. The warranty concerning emissions and the manufacturer's responsibility to recall the vehicle in case of problems shall not be invalidated if the customer does not carry out the operations marked with the asterisk. (**) service interval: every 20.000 km (12.500 miles) or 2 years.

Maserati Academy

Quattroporte V8

General information 11

Towing, lifting and jacking

Towing of the vehicle
A screw-in type towing eye is provided with the vehicle. A In case it is necessary to tow the vehicle, screw the towing eye completely into the towing eye attaching point. Make sure the following conditions are respected when the vehicle is to be towed: Engine off Ignition in RUN EPB disengaged Gearbox in N and park disengaged Note: if the vehicle is towed with the front wheels lifted, always check the ESC node for error codes and delete if necessary.

12

General information

The attaching point for the towing eye is indicated by the arrow.

To avoid gearbox damage as the result of insufficient lubrication, towing must be limited to a maximum distance of 50km and a maximum speed of 50km/h.

Designated hard plastic jack points are anchored on the chassis rail front (picture above left) and rear (picture above right). Use exclusively these points to lift or to jack the vehicle.

Quattroporte V8

Maserati Academy

Emergency opening and release functions

The following actions can be carried out manually in the event of a dead battery or a system failure.

Drivers door opening with emergency key

The drivers door can be opened with a mechanical emergency key which can be retracted from the key fob.

The alarm siren can be deactivated only in the following ways: When a valid key fob is recognized by the vehicle. By switching on the ignition or starting the engine with the backup procedure (see the chapter Electrical systems and devices for more details). By entering the key fob programming procedure with MD.

An emergency key can be extracted from the key fob.

Fuel lid opening

The fuel lid can be manually opened by pulling a red cord which is located behind a cover on the left hand side of the luggage compartment.

Maserati Academy

Quattroporte V8

General information 13

Note: if the vehicles alarm system is armed, the alarm siren will trigger when mechanically opening the drivers door.

Manual fuel filling

A specific funnel should be used in case it is necessary to manually pour in fuel from a fuel can. This is needed because of the adoption of a capless type fuel filler mouth. The funnel is provided with the vehicle and can be found in the area underneath the luggage compartment floor. See further in this manual for more details about the capless filler mouth.

14 Manual EPB release

The Electric Parking brake (EPB) can be manually released with the help of a specific tool which is included in the emergency tool kit. A cover in the luggage compartment floor must be removed to gain access to the EPB. See the chapter Barking system for more details.

General information

Quattroporte V8

Maserati Academy

Gearbox neutral position

The gearbox can be manually put in its neutral position by means of an emergency release cable with lever. This can be accessed by removing a cover in the front floor area at the left hand side. Pull the red cord to operate the lever. See the chapter Transmission for more details.

Manual release cable for the transmission parking lock.

Maserati Academy

Quattroporte V8

General information 15

Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

Quattroporte V8

Maserati Academy

V8 Engine
Content
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Engine views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Key technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Technical specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Mechanical components Crankcase . . . . . . . . . Cylinder numbering. . Rotating parts . . . . . . Cylinder head . . . . . . Timing distribution . . Lubrication system. . . Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 .12 .13 .13 .15 .16 .17 .19 .21 .21 .24 .26 .31 .34 .37 .46 .48 .50 .51 .54 .55 .55 .55 .55

Engine control system . . . . . . . . . . . . . . . . . . Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Control Module (ECM) . . . . . . . . . . . Air intake system. . . . . . . . . . . . . . . . . . . . . Turbochargers . . . . . . . . . . . . . . . . . . . . . . . Exhaust system . . . . . . . . . . . . . . . . . . . . . . Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . Vacuum circuit. . . . . . . . . . . . . . . . . . . . . . . Secondary air system . . . . . . . . . . . . . . . . . . EVAP system and tank leakage detection . . Engine synchronization and ignition system Variable valve timing control. . . . . . . . . . . . Engine operating modes Normal . . . . . . . . . . . . Sport . . . . . . . . . . . . . . I.C.E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Quattroporte V8

V8 Engine 1

Introduction

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The new Quattroporte really stands out for its new F154A V8 engine. It is part of a complete new family that replaces the previous F136 engine line. The F154A is totally innovative, designed entire in-house by Maserati and built by Ferrari. This new twin turbo V8 with direct fuel injection is the most highly technological unit ever used on a Maserati car. The V8, the perfect expression of Maserati tradition, is available on the new Quattroporte in a 3.8L 530 HP version, with 650 Nm torque delivery from 2,000 to 4,000 rpm; thanks to its low inertia parallel twin turbos it is capable of a staggering overboost torque delivery of 710 Nm. Excellent results in term of fun to drive are obtained thanks to the matching of the following contents: high efficiency fluid-dynamic and combustion, low inertia parallel twin-scroll turbos, high pressure (200bar) direct fuel injection, double continuous cam variators for each cylinder head, which allow the use of a scavenging strategy (basically scavenging of air through the engine with high valves overlap generating post-combustion and a virtuous turbo launch effect at low engine speed WOT). This strategy is optimized controlling the overlap and other parameters to get the best engine response in any driving condition, both transient and stationary. The torque curve of this new engine is truly impressive, with more than 95% of the maximum torque at less than 1500rpm.

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Engine views

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Key technical features

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Completely new family of light alloy 90 V8. Downsizing in combination with turbo technology results in a compact and stiff engine structure, offering excellent NVH. Unique layout with timing distribution at the flywheel side relieves the crankshaft from the torsional loads from driving the valve train. Aluminium cylinder heads with 4 valves per cylinder and high tumble ducts, 4 continuous cam timing variators, roller finger followers for limited mechanical friction and hydraulic lash adjusters. 1020C compliant twin-scroll turbo-manifolds with low inertia, vacuum operated and electronically controlled waste gates and dump valves. Low pressure drop intake and exhaust systems and high efficiency intercoolers. Unique sound with tuned exhaust system using by-pass valves. High combustion efficiency: a 200 bar direct injection system with multi-holes injectors facilitates a more complete combustion and an easier start ability. Together with 4 cam variators, this ensures lower emissions and strong improved fuel economy. Electronically controlled oil pump with variable displacement, coupled with low viscosity oil reduces losses and increases fuel efficiency. Alternator with intelligent control by the engine control unit. Engine calibration with Comfort/Sport drivability options. Compliant with American Super Ultra-Low Emission Vehicle (SULEV) regulations. Ready for the future implementation of Stop&Start functionality. Ready for the future application of cylinder deactivation.

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The twin-turbo engine, an innovation introduced by Maserati

Now Maserati is again adopting twin-turbocharging on its engines, it is a good moment to remember that it was actually Maserati who first introduced twin-turbo technology on a production engine. This was more than 30 years ago, and only four years after turbocharging as a technological innovation appeared in Formula 1. The Biturbo model, named after its unique engine configuration, was presented on December 14, 1981. The first Biturbo engine was a 2-litre, 90 light alloy V6 with three valves per cylinder. Even though its design was similar to the C114 type engine of the Merak, the twin-turbo engine (type AM 452.09) was completely new and it was also the first engine developed under the ownership of Alejandro de Tomaso. Its exotic technology made this engine capable of delivering extraordinary performances in a compact sedan such as the Biturbo, and they were unprecedented for its price range. At first this engine used a Weber 42DCNVH carburettor, and the turbochargers were supplied by the Japanese company IHI (Ishikawajima Harima Heavy Industries, Ltd.). Because of the high level of complexity, early versions of this engine suffered from a reputation of poor reliability. However during its 20-year lifespan, the Biturbo engine underwent a high number of improvements and technical evolutions. The capacity was increased to 2.5L and later to 2.8L for export markets, water-cooled turbochargers and intercooling were applied, Weber-Marelli fuel injection replaced the carburettor, and new cylinder heads with four valves per cylinder were adopted. There was even an experimental engine with six valves per cylinder developed, the 6.36, but this remained a prototype and never reached the production stage. Power output ran from 180hp in the earliest carburettor-version Biturbo of 1981 to as much as 330hp in the Ghibli Cup model of the mid-1990s. During those years the Biturbo engine held the record for the most powerful 2-litre production engine of any time. The story of Maseratis illustrious V6 Biturbo engine came to an end in 2001 when the Quattroporte IV model ceased production.

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Technical specifications
Technical specifications F154A Configuration Capacity Bore x Stroke Compression ratio Maximum power Maximum torque Maximum engine speed Idle speed Specific engine power Firing order 90 V8, 32 valve, twin turbo 3797cc 86,5 x 80,8mm 9,4 to 1 390kW (530hp) at 6500-6800rpm 650Nm between 2000 and 4000rpm, 710Nm at 2000rpm in overboost* 7200rpm 700rpm 139hp/liter 18627345 32 valves, 4 overhead camshafts, roller finger followers and hydraulic lash adjusters Double timing chain at flywheel side, continuous variable cam timing for both intake and exhaust 60 timing variator 50 timing variator Integrated in the exhaust manifolds, low inertia twin scroll by IHI, water cooled Wet sump lubrication system, electronically controlled variable displacement oil pump Homogeneous gasoline direct injection (GDI) Bosch Motronic MED17.3.4

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Valve train Timing distribution Intake timing

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Exhaust timing Turbo chargers Lubrication system Fuel system Engine control system

(*) available only in Sport-mode

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Performance curves

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Mechanical components
Crankcase
The crankcase is made of two casings, upper and lower, made from hardened and tempered aluminium alloy using a mould-cast process. There are five main supporting journals. The cylinder liners are of the wet type, made from steel with a Nikasil galvanic coating. The water pump is located at the front of the engine in the V between cylinders 1 and 8, while the camshaft timing chain drive system is integrated at the flywheel side. The lower casing features the four reed valves, found originally on the MC Stradale engine, to simulate a dry sump lubrication system and the oil pump assembly. There is a baffled aluminium oil sump which closes off the crankcase at the bottom.

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The development of the four lamellar reed valves in the lower part of the crankcase was a significant step to eliminate the pressure fluctuations occurring in the area below the piston whilst on its power stroke, which would have a negative effect and potentially slow the rotational movement of the crankshaft. As each pair of cylinders shares a common big end journal, each lamellar valve isolates the two cylinders from the rest of the crankcase volume, so when one of the two pistons is moving down the bore, the other is moving up in the opposite cylinder bank at the same speed creating in essence a neutral pressure change below both of the pistons. The valves must however open to allow the oil that was supplied to the main and big end journals to return back to the main oil sump. This is managed by the slight negative pressure created due to the suction of the oil pump and the Windage from the crankshaft web as it rotates.

One of the four lamellar valves used in the F154A engine.

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Cylinder numbering
The eight cylinders of the engine are arranged as follows: Cylinder bank 1 (Cylinders 1-2-3-4), right hand side, from front to rear. Cylinder bank 2 (Cylinders 5-6-7-8), left hand side, from rear to front.

Rotating parts
The parts of the crank mechanism have been designed with special attention being paid to an overall reduction of the frictional forces during rotation. The high resistance nitrided steel crankshaft rests on five lead free main journals. The steel connecting rods are axially centred within the cylinder liner by the pairing of the big end connections on the crankshaft journals, again fitted with lead free shells. The Graphite coated aluminium alloy pistons are cast and have a specially designed recessed Heron-type crown to promote tumble within the combustion chamber. They are cooled from underneath by spray jets squirting engine oil up the cylinder to the piston skirts and crown.

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Front end accessory drive belt At the front end of the engine, a Poly-V belt transmits crankshaft motion to the A/C compressor, water pump, power steering pump and alternator, which is tensioned by a spring loaded mechanical device. The harmonic damper, mounted at the centre of this system is fastened to the crankshaft by a ring of eight bolts.

V8 Engine

Damper The damper is bolted onto the front end of the crankshaft and acts at the same time as a front end accessory drive belt pulley. The Metaldyne damper is containing a gel moulded around a number of tungsten (Wolfram) rollers, whose task is to dampen vibrations generated in the crank mechanism during engine running conditions. Wolfram is an element on the periodic table which has an extremely high mass, approximately 1.7 times more than that of lead. Their inertia absorbs and returns energy from the crankshaft, and in this way smoothens out irregularities in the crankshaft angular speed.

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Cylinder head
Hardened and tempered mould-cast aluminium cylinder heads. Four valves per cylinder with high-efficiency intake ducts designed to generate turbulence inside the combustion chambers. The secondary air system channels, that assist the engine in meeting pollution requirements, are directly integrated in the casting. The camshaft cover on the top of the head is a structural part which also retains the cams in their supporting journals on each bank. Camshafts are composite and hollow, operating on the hydraulic tappets through a roller finger lever system in order to reduce energy dissipation by the rolling contact surface. This helps to reduce overall internal friction as well as noise. Internal cooling circuits of the head system ensure uniform heat dissipation, even in the combustion chamber area where the spark plugs are located.

Cylinder head with visible combustion chambers.

Roller finger followers with hydraulic lash adjusters help reduce the engines internal friction.

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The valve cover seen from underneath: it not only integrates the camshaft caps, but also houses two engine timing sensors, the high pressure fuel pump and the solenoid valves for both timing variators with relative oil passages.

Timing distribution V8 Engine

The F154 engine timing system is located on the flywheel side. This allows a considerable reduction of the crankshaft twisting moment and therefore improves the accuracy of the timing system. As the engine driving output moment is at a point close to the input of the vehicle driving moment, there is no possibility of the crankshaft twist having any impact on the control system. Also, it was found that the vibrations generated within the engine, measured between the front two cylinders (1-8) was greater than that at the rear two cylinders (4-5). The resulting decrease in vibrations in the distribution system ensures a smoother operation of the drive chains and tensioners. There are two single-link chains, one per bank, held taut by two hydraulic tensioners and guides. The camshaft sprockets are part of the variable valve timing system, which includes four lowpressure variators: two hydraulically-controlled mechanical variators having a 60 range for the intake system two hydraulically-controlled mechanical variators having a 50 range for the exhaust system The variable valve timing system ensures ideal cylinder filling cycles, which allows a greater distribution of torque at low rpm, as well as reducing emission figures and improving fuel consumption. Activation is made via the relevant solenoid valves and oil circuit by a PWM signal from the engine control unit. The hydraulic control pressure is the same as the engine oil pressure which is generated by the oil pump. Model information Type of timing variator Angular variation Mechanical system with hydraulic activation 60 for the intake camshafts 50 for the exhaust camshafts

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All camshafts feature a hydraulically operated timing variator by INA with an externally fitted assistance spring that helps with the advancing movement.

Lubrication system
In order to minimise the power absorbed by the mechanicals of the engine, the F154 project features a new-generation oil pump having both a variable displacement and pressure. All the oil channels are integrated inside the castings of crankcase, head and rear casing. The oil spray jet nozzles in the crankcase ensure piston temperature reduction under certain circumstances, while the cartridge style oil filter is located in the top part of the crankcase, in between the cylinder heads. The oil pump is located in the bottom part of the crankcase, it is driven by a sprocket mounted on the crankshaft through a drive chain. The pressurised oil volume can be changed thanks to a moving element inside the pump assembly. Internal repositioning of this component will change the pumps output displacement. Electronically controlled oil pump The oil pump features two pressure stages managed by a solenoid valve controlled via a PWM signal from the engine control unit. At low engine rpm, and during low load conditions, the system generates a lower oil pressure, of around 3 bar, which is enough to lubricate all the moving parts of the engine and at the same time limits the effort required to turn the oil pump to generate this lower oil pressure. This means that in these low requirement conditions the spray jet nozzles are disabled. At higher rpm, the pump adjusts its displacement and generates the maximum flow rate and the pressure reaches 6 bar, which unseats the check valves in the nozzles, overcoming their internal spring tension and allows them to start spraying, improving lubrication and cooling effect due to the increased operating conditions.

1. Oil filter housing 2. Oil/water heat exchanger 3. Oil pressure sensor 4. Oil level gauge

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Lubrication system type Lubrication system type Oil pump Oil quantity Difference between MIN and MAX level Oil specification Wet sump lubrication system, baffled oil pan Variable displacement type, electronically controlled by the engine ECU, no-return valve upstream from the oil pump 8,6L (corresponding to MAX level) 1,4L Entirely synthetic multigrade lubricants SAE 5W/40 that meet API SL/CF and ACEA A3, B3, B4 specifications. Recommended oil: SHELL Helix Ultra 5W-40 or Q Horsepower 5W-40. Two stages lubrication pressure: 3 bar when the variable oil pump works at low pressure; 6 bar at high pressure. Oil/water heat exchanger, positioned on top of the crankcase, in between both cylinder heads. Replaceable cartridge type with integrated no-return valve, positioned centrally on top of the crankcase.

Lubrication pressure Cooling

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Oil filter

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The solenoid valve for the electronically controlled oil pump is installed on the right side of the crankcase.

Blow by system

An oil vapour separator is installed on top of the right hand side cylinder head, while a balancing pipe connects both cylinder banks.

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Cooling system

1. Main radiator 2. Secondary cooling circuit radiator 3. Mass air flow sensors 4. Water pipes to transmission oil cooler

5. Water pipes to heater matrix 6. To expansion reservoir 7. Electrical auxiliary water pump

The powertrain of the new Quattroporte uses a double cooling circuit. The main cooling circuit is exclusively used for engine cooling, while a secondary cooling circuit is designed for the transmission and the power steering system cooling. Both circuits are completely separated, even though the expansion reservoirs are integrated in a single assembly. The coolant circulation in the main circuit is forced by a mechanical water pump that is located centrally on the front side of the engine and driven by the front end secondary drive belt. The thermostatic valve housing with radiator inlet and outlet spouts is installed immediately above the water pump. An engine coolant temperature sensor is installed on top of the thermostat housing. The ECM requires an engine temperature signal to increase fuel delivery and maintain drivability during cold running and warm-up phase. A second temperature sensor is installed on the radiator and is used for the activation of the electric cooling fan. The brushless fan motor is controlled by the ECM by means of a PWM signal. The coolant circuit is also connected to both turbo chargers which are water cooled, and an engine oil/water heat exchanger is installed on top of the crankcase.

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Note: see the chapter Transmission for more details on the secondary cooling system.

1. Water pump pulley 2. Radiator return pipe 3. Thermostatic valve housing 4. Oil/water heat exchanger 5. Water temperature sensor 6. Radiator feed pipe

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The single cooling fan has an integrated fan ECU that receives a PWM signal from the ECM.

Cooling system Cooling system type Coolant pump Thermostatic valve, start opening Thermostatic valve, fully open Coolant quantity Coolant specification Forced liquid cooling Centrifugal type, driven by the front end accessory drive belt 85 2C 93 2C 13,9L Mixture of water and coolant, proportionally 50/50%. Coolant: protective ethylene glycol-based antifreeze with corrosion inhibitor. Recommended fluid: Paraflu up FO2 Petronas o SHELL Long Life OAT.

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Engine control system

Overview
For the all new F154A engine, a complete new generation of engine control system is adopted. Compared to the previous generation F136 engines with Motronic ME7/ME9 engine control system, many new features have been inserted. The new content is mainly related to the following fields: Turbocharging Direct fuel injection Various integrated functions The tables below list the different electric and electronic components that are involved in the engine control system, grouped by the system they control: Engine management system

Engine ECU

Bosch Motronic MED 17.3.4

196 pin

Air path control Component Accelerator pedal unit Throttle body Mass airflow sensor Boost pressure sensor Manifold pressure sensor Oil control valve for variable valve timing Specification Hella Bosch DEV-5 Bosch HFM7-8.5RP Bosch DS-S3 Bosch DS-S3-TF INA With integrated temperature sensor Solenoid 7,5-8,5 Ohm Note Double potentiometer 58mm Digital, with integrated intake air temperature sensor Qty 1 2 2 2 2 4

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Component

Specification

Note

Qty

Fuel path control Component Low pressure fuel pump relay (low/high speed) Low pressure fuel pump relay (activation) Low pressure fuel pump unit Canister purge valve Tank leakage diagnostic module High pressure fuel pump with pressure regulator Fuel pressure sensor Fuel injector Bosch TEV-5 Bosch DMTL Magneti Marelli PHP Bosch DS-HD-KV4.2-K Bosch HDEV 5.2 Only for USA/Canada specification vehicles Driven by a 3-lobe cam Linear output Solenoid type Specification Hella mini Hella mini Note Low speed control via serial resistor Activates both pumps Located inside fuel tank Qty 2 1 2 1 1 2 2 8

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Engine synchronization and ignition system Component Engine rpm sensor Specification Bosch DG-23i Bosch PG-3.8 Eldor NGK SILKAR 8C6DG Bosch KS-4-K Note Hall effect, with rotation sense detection Hall effect With integrated power stage M12 x 1.25mm tread Qty 1 4 8 8 4

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Engine timing sensor Ignition coil Spark plug Knock sensor Charge control Component Solenoid valve for waste gate

Specification Pierburg

Note Vacuum modulator 3-way valve, vacuum

Qty 1 2

Solenoid valve for dump valves Pierburg

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Exhaust system Component Upstream oxygen sensor Downstream oxygen sensor Solenoid valve for secondary air system Secondary air pump relay Pressure sensor secondary air system Solenoid valve for exhaust bypass valves Temperature control Specification Bosch LSU 4.9 Advanced Bosch LSF 4.2 Pierburg Hella mini Bosch DS-S3 Pierburg 3-way valve, vacuum Note wide band, 5 pin two-level 3-way valve, vacuum Qty 2 2 2 1 1 1

Water temperature sensor engine Water temperature sensor radiator Cooling fan module Cooling fan relay Lubrication system Component Engine oil pressure sensor Engine oil pump Engine oil level switch Auxiliary controls Component Vacuum sensor on brake booster A/C system pressure sensor A/C compressor relay Auxiliary water pump Auxiliary water pump relay Power steering oil temperature sensor

Bosch TF-W Bosch TF-W Johnson Electric Omron micro

NTC resistor NTC resistor Brushless motor

1 1 1 1

Specification Pierburg variable flow Hella

Note analogical Two pressure levels switch

Qty 1 1 1

Specification Bosch

Note For future Stop&Start application Linear pressure sensor

Qty 1 1 1 1 1

Omron micro Bosch Omron micro NTC resistor Centrifugal pump

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Component

Specification

Note

Qty

Engine Control Module (ECM)

The F154A engine uses a new Bosch Motronic ECU, the MED17.3.4. This ECM is part of a completely new generation of engine ECUs, and has several improvements over the previous generation ME9 ECU as used on the F136 engines: High-speed Infineon TriCore processor of 180MHz (56MHz for the ME9 ECU) and 4Mb flash memory. Capacity to directly command 8 GDI fuel injectors with integrated injector drivers (this was not possible with the MED9 ECU; two ECUs were needed for one 8-cylinder GDI engine). 105 pin engine side connector and 91 pin vehicle side connector, for 196 pin in total (compared to 154 pin on ME9). Possibility to command directly various accessories such as alternator, cooling fan by means of PWM control.

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The Motronic ECM is located in the engine bay, behind the front suspension tower on the right hand side. It can be accessed by removing a dedicated lid.

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System/component The table below summarizes the systems and components that are controlled by the Motronic MED17 ECU: System/component Throttle valves (2) Fuel injectors (8) High pressure fuel pumps (2) Low pressure fuel pumps (2) Canister purge valve Waste gate valves (2) Dump valves (2) Ignition coils (8) Oil control valves for variable valve timing (4) Secondary air valves (2) Secondary air pump Exhaust bypass valves (2) Alternator Cooling fan A/C compressor activation A/C compressor control Engine oil pump Auxiliary water pump Control type PWM-control with reversible polarity, feedback by means of 2 integrated position sensors for each throttle valve Current control via boost voltage and PWM controlled maintaining, one injector driver for two injectors PWM-controlled pressure regulator Two-speed control via relays and serial resistors PWM-control Vacuum controlled by a single solenoid valve, PWM-control Vacuum controlled by solenoid valves , on/off type control Digital 5V activation signal PWM-control Vacuum controlled by solenoid valves , on/off type control On/off type control via relay Vacuum controlled by a single solenoid valve, on/off type control Intelligent charge control via a serial LIN line PWM-control Magnetic clutch with on/off type control via relay Variable displacement with PWM-control Two stage control via solenoid valve PWM-control

The ECM manages the following accessory and secondary functions: Torque request from the ESC unit for the ESC, TCS, MSR, DWT-B applications. Torque request from the TCM for gearshifting. Different driver-selectable modes (Normal, Sport, I.C.E.). Cruise control, which is standard equipment on all vehicles, is managed directly by the ECM. A/C refrigerant circuit control, via the A/C compressor and a system pressure sensor. Secondary cooling circuit for transmission and power steering, via the auxiliary water pump. Alternator charge control. Immobilizer function, via VIN memory (the ECM is the master of the VIN).

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Air intake system

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1. Intercoolers 2. Air cleaner housings 3. Mass air flow sensors 4. Boost pressure sensors

5. Throttle bodies 6. Intake manifolds 7. Manifold pressure sensors 8. Balancing pipe

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Air cleaner and housing Two paper-element air cleaners and their housing are located in the front of the engine compartment. For easy servicing they can be accessed without the need to remove other components. Mass airflow sensor The F-154A engine uses two Bosch HFM7 mass air flow sensors which are positioned directly below the air cleaner housings. They also integrate the intake air temperature sensors (IAT). HFM7 is a digital mass air flow sensor of the 7th generation with an air flow duct with 2 paths for air flow. Water and particles are separated from clean air via centrifugal forces thanks to its integrated deflection design. In one path the clean air to be measured is guided to the sensor element, and in the other path the air with water and particles is directed out of the sensor. The sensor element is therefore less likely to suffer from damage and contamination by external agents. Another specific advantage of this new sensor is the improved aerodynamic profile which results in a reduced pressure drop (only 9mbar at 500kg/h compared to 14mbar for the previous generation HFM sensor).

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The digital Bosch HFM 7 airflow sensor uses a single mesh airflow strainer and has a 4-pin connector (compared to 5-pin for analogue HFM airflow meters).

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The HFM7 produces a 5V digital variable frequency signal for air mass, which is less sensitive to electromagnetic disturbances. Its signal can however only be checked by using an oscilloscope. The frequency varies from a fixed 1,8KHz when the sensor is powered but no air is flowing, to a maximum of about 12-14KHz under full load conditions. During idling the frequency lies around 2,1KHz. The produced IAT signal is analogue. Intercoolers Two intercoolers are installed on each side of the radiator unit, and are exposed to the driving wind via mesh grilles on each side of the front bumper. Intercoolers increase the efficiency of the induction system by reducing the intake air heat created by the turbocharger. Air raises in temperature when compressed, and consequently looses in density, which partly abolishes the advantage of compressing it. Cooler air will be denser so a higher amount of air mass can be brought into the cylinders. A decrease in intake air temperature sustains the use of a more dense intake charge into the engine, as a result of turbocharging. The lowering of the intake charge air temperature also reduces the danger of engine knock. Intercoolers preserve the benefits of turbocharging, increasing the output of the engine. The intercoolers of the F154A engine, just like the corresponding air ducts, have been specifically designed to have as little resistance as possible to the intake air flow. Boost pressure sensors A boost pressure sensor is installed on each intake duct, upstream from the throttle valves. These sensors contain a piezo-resistive pressure sensor element and a suitable circuitry for signal amplification and temperature compensation which are integrated on a silicon chip. The measured pressure operates from above to the active side of the silicon diaphragm. The output is an analogue 0 to 5V signal which is resistant against short circuiting to 0V respectively 5V. The boost pressure signal is used by the ECM for closed-loop boost pressure control.

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Throttle bodies

A new feature of the F154A engine is that it uses two separate throttle valves, one for each cylinder bank. They have a reduced diameter of 58mm compared to the 80mm single throttle valve which is used on the F136 generation engines. Both throttle valves are controlled by the ECM. Each throttle body has a double integrated potentiometer-type position sensor that allows for closed-loop throttle control and plausibility checking. The operating principle is identical to the throttle valve used on the F136 engines. The DC throttle valve motor is activated by a 12V PWM signal, while both position sensors produce complementary 0-5V analogue signals. Intake manifold and intake manifold pressure sensors A pressure sensor (Bosch DS-S3-TF) is installed on the intake manifold of each cylinder bank. This sensor measures the actual manifold pressure, downstream from the throttle valves. The pressure measurement is identical to the boost pressure sensors (Bosch DS-S3), but thanks to an additional NTC-resistor, also the manifold air temperature is measured. The manifold sensors are used for boost management, just like the pressure sensors installed upstream from the throttle valves. The manifold air temperature signal allows the ECM to compensate the boost for variations in temperature, as the air density decreases with increasing temperature.

Pin out of the manifold pressure sensors:

1. Sensor ground 2. Analogue temperature signal 3. 5V power supply 4. Linear analogue pressure signal

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Turbochargers

1. Exhaust manifold with integrated turbine 2. Waste gate valve

3. Compressor housing 4. Dump valve

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V8 Engine

Here above the IHI Twin Scroll turbochargers of cylinder bank 1 (here above) and cylinder bank 2 (far above). Note the difference in exhaust manifold design for both cylinder banks. They have been adapted to the engines firing in order to optimize the exhaust gas flow.

Operating principle Each turbo is composed of two main parts. The turbine wheel is put in the exhaust path and is driven by the hot exhaust gasses. The exhaust gasses that leave the combustion chamber contain high amounts of thermal and kinetic energy which would otherwise be lost. In the turbine this energy is converted into mechanical energy that makes the turbine wheel rotate. The turbine wheel is fitted on the same shaft as the compressor wheel that is installed in the intake trajectory. The fast spinning compressor wheel increases the speed of the incoming air which results in an increase in air pressure inside the intake system, referred to as boost or air charge. Since the amount of torque an engine can produce is largely defined by the amount of air mass it consumes per cycle, charging the air intake system is an ideal way of increasing the torque and power outputs of an engine with a given engine capacity. Description The F154A engine uses two parallel turbo chargers, one on each cylinder bank. The turbines of these turbos are integrated with the exhaust manifolds. This solution is more efficient and more compact compared to a separate manifold and turbine construction. The water cooled turbochargers, developed specifically for the F154A engine by the Japanese specialist IHI, have a fixed geometry and use Twin Scroll technology: the exhaust ducts of each manifold are paired two-by-two and arrive directly to onto the turbine wheel. The exhaust paths are kept extremely short and the exhaust gasses of one cylinder bank are not mixed before they arrive in the turbine. This technology improves the gas flow in the exhaust system and allows a drastic reduction of turbo-lag.

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Waste gate

Each turbocharger has a vacuum-operated waste gate. The waste gate bypasses the exhaust gas around the turbine wheel when no or little turbo boost is demanded, and is used to limit the maximum boost. Each waste gate valve is operated by a vacuum actuator. A vacuum modulating solenoid valve is activated by the ECM by means of a PWM signal depending on the boost target. This allows the engine management system to precisely control the amount of exhaust gas that bypasses the turbine, and therefore the amount of induction air charge. Dump valve

A vacuum-operated dump valve is installed at the exit of the compressor of each turbocharger. When opened, a bypass over the compressor wheel is created that will relieve the air charge. The dump valves are activated by solenoid valves that are controlled by the ECM by means of an on/off type strategy. The dump valves are operated during lift-off in order to prevent the compressor wheel from slowing down as a result of a pressure increase caused by the sudden closing of the throttle valve. This strategy reduces turbo-lag.

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Boost control For the control of the induction boost, the engine management manages new parameters: Compression of the intake air starts when the throttle valves are 100% open and more torque is requested. A target boost pressure upstream from the throttle valves is defined, depending on the torque request by the driver. The ECM closes the waste gate to force more exhaust gas to the turbine which increases in speed. The compressor wheel increases in speed and compresses the intake air. When the intake air pressure, measured by the boost pressure sensors, meets the target value the waste gate maintains its position. The dump valve is used to discharge boost should the boost pressure reach too high values, or during certain phases (lift-off). If the manifold air temperature rises, the intake air decreases in density. The ECM will therefore increase the boost target pressure in order to maintain the target mass air flow. The mass air flow is directly related to engine torque. When the manifold air temperature value exceeds 50C, the boost pressure compensation stops to eliminate the risk of engine knock.

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Exhaust system

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The full stainless steel exhaust system comprises one catalytic converter for each cylinder bank, a presilencer, a link pipe for the balancing of back pressures in the system, and two rear silencers with bypass valves.

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Catalytic converter and lambda control A metal core 3-way catalytic converter is installed in the exhaust system close to the turbine exit. Two oxygen sensors are used for each cylinder bank: the upstream sensor (Bosch LSU) is a linear, wide band sensor, while the downstream sensor is a traditional two-level sensor (Bosch LSF).

The upstream oxygen sensors are the LSU 4.9 Advanced type by Bosch. The LSU 4.9 Advanced is a planar ZrO2 dual cell limiting current sensor with an integrated heater. They differ from the traditional LSU 4.9 sensor as used in previous engines in the way that they use a 5-pin electrical connector instead of 6-pin. The LSU 4.9 Advanced sensors no longer use a trimming resistor, as the calibration is now performed by the sensor itself. This new sensor has an increased accuracy and a higher robustness, while the light-off time is reduced from <10s to <5s. The light-off time is defined as the time between start of the heater ramp until the pumping current stabilizes in a defined tolerance band of the final value. The output signal of this sensor is a linear current sensor which is negative when the mixture is rich, reaches zero when the lambda value is 1 (stoichiometric), and becomes increasingly positive when the mixture becomes leaner. The upstream oxygen sensors are used in the closed-loop control of the fuel amount (Fuel trim), while the downstream oxygen sensors monitor the efficiency of the catalytic converter and are used by the ECM for plausibility checking.

Bosch LSU 4.9 Advanced oxygen sensor is installed extremely close to the turbine exit.

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Rear silencers with bypass valves The opening of the rear silencer bypass valves generate a more free gas flow in the exhaust system. This results in both a higher maximum engine torque and at the same time a more rich and intense exhaust note which has become a trademark for Maserati cars. The vacuumoperated bypass valves of both rear silencers are controlled by a single solenoid valve which is fitted on the rear subframe. The solenoid valve is commanded by the engine ECU with an on/off type control.

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The double trapezium shaped exhaust tailpipes are a distinct feature of the Quattroporte with a V8 engine.

Driving mode Normal Sport I.C.E.

Bypass valves Closed up to 3000rpm Open Closed up to 5000rpm

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Fuel system
On the M156 Quattroporte, Maserati uses for the first time direct fuel injection (GDI Gasoline Direct Injection). This means that the fuel injectors are positioned directly in the combustion chamber, as opposed to indirect fuel injection where the injectors are installed in the intake duct before the intake valves (PFI Port Fuel Injection). The major advantages of a GDI engine are increased fuel efficiency and high power output due to a direct and more precise control of the combustion process. Emissions levels can also be more accurately controlled with the GDI system. These advantages are achieved by the precise control over the amount of fuel and injection timing that are varied according to the different engine running conditions. Because of the positioning of the fuel injector directly in the combustion chamber, the injection pressure on GDI engines is much higher compared to FPI engines (injection pressure generally around 3,5bar). The F154A engine uses homogenous injection. This means that a homogenous fuel-air mixture of Lambda 1 is achieved inside the combustion chamber. The maximum injection pressure is 200bar.

The roof-shaped combustion chamber is characterized by a centrally placed spark plug and a laterally positioned high pressure fuel injector.

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Fuel circuit The most identifiable difference between GDI and PFI systems is that a GDI system has two fuel circuits: A low pressure fuel circuit to bring up the fuel from the fuel tank towards the high pressure fuel pumps which are located on the cylinder heads. A high pressure fuel circuit with an electronically controlled mechanical high pressure pump that provides the injection pressure. The F154A engine uses two separate high pressure circuits: one for each cylinder bank.

The high pressure fuel circuit maintains pressurized after switching of the engine. Make sure the pressure is released before carrying out any service operations on the high pressure fuel circuit.

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The image above shows the components of the high pressure fuel system: high pressure pumps with pressure regulators (covered by noise insulating caps), piping, and two high pressure fuel rails with four injectors and one pressure sensor each.

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Fuel tank The M156 Quattroporte is equipped with a new saddle-type fuel tank which is located underneath the rear passengers bench. This solution benefits a lower centre of gravity and has the advantage that it does not reduce the luggage space. The fuel tank has a geometric capacity of 101.6 litres and an effective capacity of 80 litres. The fuel filler mouth is of the capless type.

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Low pressure fuel pump unit Two low-pressure fuel pump/sender units are installed inside the fuel tank. The fuel pump/ sender unit is very similar to the units used on PFI systems: it contains a DC-motor driven pump, a fuel filter element, a pressure regulator with internal return and no-return valve, and a floater operated fuel level sender unit. The main difference lies in the fact that the generated fuel pressure is higher: 5 to 6 bar compared to around 3,5 bar for PFI systems. The reason for this is to reduce the risk of vapour lock (the formation of vapour bubbles in the fuel system due to the high temperature). Vapour lock is dangerous for GDI systems since the high pressure pump needs a constant supply of fuel for cooling and lubrication. Both low-pressure fuel pumps have a two-speed control. They are commanded by the ECM via three relays in total. One relay activates both pumps, while another relay for each pump switches between low speed and high speed.

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High pressure fuel pump and fuel pressure regulator The Magnetti Marelli PHP high pressure pump is a single piston pump mechanically operated by the intake camshaft. One pump is fitted on each cylinder bank, and consequently provides injection pressure for 4 cylinders. The pump is operated by a 3-lobe cam. The pressure varies between 40 and 200 bar and is regulated by an electromagnetic actuator that acts on the intake valve, it allows flow rate control with hit to hit accuracy. It further incorporates a maximum valve for protection of the high pressure circuit and an inlet dampener that limits pressure fluctuations on the supply circuit. Motronic varies the injection pressure according to the needs of the engine under its different operating conditions (rotational speed, delivered torque, environmental conditions, etc.).

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The high pressure pump incorporates a special device that limits the noise generated by the electromagnetic actuator, whose ticking is often viewed as a malfunction by the user and which, in GDI engines, represents a disadvantage in the switchover to this type of technology. This patented device is one of the strength of the Magneti Marelli pump, as it effectively aims to eliminate the very source of the noise.

A three-lobe cam on each intake camshaft operate the high pressure fuel pumps.

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Fuel pressure control For GDI engines, the engine management system controls new parameters: Target fuel pressure depending on the running conditions of the engine. Measured fuel pressure inside the fuel rail. Closed-loop control of the fuel pressure. Should a failure occur in the control circuit of the high pressure regulator (e.g. open circuit), the high pressure pump cannot build up any pressure and by consequence the pressure in the fuel rail will be identical to the pressure of the low pressure circuit. In such a case the engine can idle but increasing the engine load will not be possible due to the insufficient injection pressure (limp home condition). Fuel rail and pressure sensor The fuel rails, one for each cylinder bank, have the task of distributing the injection pressure uniformly to the fuel injectors. A pressure sensor (Bosch DS-HD-KV4.2-K) is installed on each fuel rail. The pressure measurement is based on the expansion of a steel diaphragm, on which strain gauges are placed to form a Wheatstone bridge. The measured signal is proportional to the pressure. The injection pressure is an important parameter for GDI engines and needs to be accurately controlled by the engine control system. Together with the fuel pressure regulator on the high pressure pump it forms a closed-loop control circuit. Each sensor has 3 wires: 5V sensor power supply, sensor ground, and an analogue linear pressure signal between 0,5 and 4,5 Volt.

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A pressure sensor is installed on each high pressure fuel rail.

Checking the fuel rail pressure parameter is a useful diagnosis on GDI engines. It allows the verification of the correct operation of both low pressure and high pressure fuel circuits, and can be used to search for injector leakage.

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Fuel injectors The F154A engine uses Bosch HDEV 5.2 fuel injectors with 7 spray holes. They are positioned laterally in the combustion chamber, just below both intake valves. A Teflon combustion seal ring is installed near the tip of the fuel injector. This Teflon ring must not be damaged and is to be replaced with a new one each time the fuel injector is removed from the cylinder head. Because of the absolute purity required during fitting, the installing of the fuel injectors onto the fuel rail cups must not be performed in a normal workshop environment. For this reason the Maserati Parts department only supplies a complete assembly of four fuel injectors with fuel rail.

Fuel injector control The fuel injector control and activation on GDI engines is more complex compared to PFI systems. The ECM varies the injection time, duration and pressure independently and based on the instantaneous engine running conditions. Because of the high fuel pressure, the voltage and current values for injector opening are significantly higher compared to fuel injectors of traditional PFI systems. The injector opening is initiated by a boost voltage of around 65V, which causes the injector current to peak at a value of around 12A. After this stage the injector is maintained open by a 12V PWM signal and a holding current of around 4A.

Because of the absolute purity required during assembly, it is not allowed to remove the fuel rail from the injectors. They can only be replaced as a complete assembly. The Teflon combustion seal rings on the injector tips must be renewed when the injectors are removed from the engine.

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Vacuum circuit
An automatic consequence of using intake air charging is that under certain engine conditions no engine vacuum is available. Vacuum is used as an energy carrier to operate certain auxiliary systems and subsystems in vehicles. For this reason two vacuum pumps, one on each cylinder bank, are installed on the F154A engine. The vacuum pumps are fitted on the front side of the engine and are driven by the intake camshafts. An aluminium vacuum reservoir is fitted in the lower-front part of the engine bay.

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1. Vacuum reservoir

2. Camshaft-driven vacuum pumps

The following systems and subsystems use vacuum: Brake booster Waste gate valve control Dump valve control Secondary air system valves control Exhaust bypass valves control

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Two vacuum pumps at the front side of the engine, one fitted on each intake camshaft, provide the vacuum that is used to operate a number of auxiliary systems.

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Secondary air system

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1. Vacuum-activated secondary air valve 2. Secondary air pressure sensor

3. Secondary air pump 4. Secondary air solenoid valves

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The F154A engine is fitted with a secondary air injection system that has the aim of reducing exhaust emissions during warm up of the engine after a cold start. Oxygen-rich air injected in the exhaust ports after a cold start will mix with the exhaust gas that still contains unburned fuel. This will cause an after combustion inside the exhaust ducts that reduces exhaust emissions and will make sure that the catalytic converters quickly reach their operating temperature. The secondary air system is composed of the following components: Two vacuum-operated secondary air valves fitted on the front of the engine, one on each cylinder head. Secondary air ducts integrated in the cylinder head casting that connect the secondary air valve directly with the exhaust ports inside the cylinder head. An electrically operated air pump that is activated by the engine ECU. A solenoid valve that operates each secondary air valve by vacuum. The solenoid valves are operated by the engine ECU. A secondary air pressure sensor, installed on the pipe from the air pump to both secondary air valves. This pressure sensor is identical to the boost pressure sensors, and is used for diagnosis of the secondary air system by the ECM (OBD requirement). The secondary air pump is activated by the ECM via a relay in the front PDC.

An electrically operated air pump (picture left) is fitted on the lower subframe in front of the engine. Both secondary air solenoid valves are installed on a support bracket. The secondary air pressure sensor is visible on the picture right.

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EVAP system and tank leakage detection

The fuel vapour canister is installed in the rear right hand side wheel arch area. Fuel vapours stored inside the canister are recycled to the intake air system by the canister purge valve. The canister purge valve is located in the engine bay on the right hand side, immediately below the upper engine stabilizer bar. It is commanded by the ECM by means of a PWM signal.

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The DMTL unit is installed near the canister and is designed to recognize tank leaks in accordance with OBD-legislation (USA/Canada specification vehicles only). It consists of an electromechanically driven air pump as well as a change-over-valve with integrated reference restriction. In one setting the pump delivers through the reference restriction, in the other setting through the charcoal canister into the fuel-tank system. The engine-management system measures the pumps electrical current consumption in each setting. A comparison of the currents is a measure for the leakage in the tank.

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Engine synchronization and ignition system

Engine rpm sensor The engine rpm sensor is of a new generation (Bosch DG-23i) and is positioned centrally at the rear side of the engine. It picks up the rpm signal from a 58-teeth (60 2) tone wheel which is fitted onto the engine flex plate. This sensor is a digital Hall effect sensor which has the specific characteristic that it is capable of detecting the rotation direction of the crankshaft. It recognizes the crankshaft position even when the engine is not running, which allows fast engine starting after switching off. This feature makes the system suitable for the application of a Stop&Start function.

A digital rpm sensor is positioned centrally at flywheel side and picks up signal from a 58-teeth tone wheel.

The above illustration shows how the rpm sensor produces a different output signal depending on the rotation direction of the engine.

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Engine timing sensors The engine timing sensors are identical to the ones used on the F136 generation engines, but now also the exhaust camshafts feature timing sensors, which makes a total of four sensors compared to only two on the previous engines. The timing sensors use a Hall-effect element and pick up their signal from a four-teeth tone wheel fitted onto each camshaft. The timing sensors allow the ECM to recognize the engines position and are used in a closedloop control of the timing variators.

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A Hall-effect timing sensor is used on both intake and exhaust camshafts. Two sensors are fitted on each valve cover.

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The tone wheel for each timing sensor has four teeth (2 x 40 degrees and 2 x 140 degrees).

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Ignition coils and spark plugs The ignition coils used are Eldor, just like on the F136 generation engines, but they have an increased ignition power and longer spark duration (>1,2ms compared to >0,8ms). This is necessary because of the greater risk of spark plug fouling on GDI engines compared to engines with port fuel injection. The ignition system uses multiple sparks depending on the engine running conditions, up to three sparks per cycle.

Knock control Four piezo-sensitive knock sensors with linear characteristics (Bosch KS-4-K) are mounted on the top side of the crankcase, inside the engine V. They transform the structure borne vibrations into electrical signals which can be evaluated by the ECM. The knock sensors signals are evaluated according to intensity and spectral information of detonating and non-detonating combustions. The ECM can use multiple variables to eliminate engine knock: ignition timing, injection timing and boost pressure.

The Bosch KS-4-K knock sensor.

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Variable valve timing control

A distinct feature of the new F154A engine are the timing variators installed on all four camshafts. Each timing variator is operated by varying the amount of oil in the different advancing and retarding chambers inside the variator. An oil control valve positioned on the valve cover near each variator controls the amount of oil directed towards the chambers of the variator. The oil control valves are continuously commanded by a PWM signal from the ECM, so that the valve timing is fully continuously variable. When the engine is switched off, the oil pressure inside the variators drops and they return to their rest position as follows: Intake camshaft variators: fully retarded position. Exhaust camshaft variators: fully advanced position. With the timing variators in or near their rest position, valve overlap is eliminated. The ECM activates both variators of each cylinder bank by using a complex mapping based on engine rpm and engine load. The use of camshaft position (timing) sensors allows the ECM to control the variable valve timing in closed-loop.

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Two PWM-controlled oil control valves for the variable valve timing activation are installed on the rear end of the valve cover.

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Engine operating modes

The engine has three operating modes, which depends on the selected driving configuration by the driver. Selected driving mode Selected driving mode Normal + Auto Normal + Manual Sport + Auto Sport + Manual I.C.E. ESC-OFF Firm damper setting I.C.E. No impact on the engine operation No impact on the engine operation Sport Engine operating modes Normal

Normal
This mode is active by default after the ignition is switched to on. Normal throttle response Normal boost (650Nm) The exhaust bypass valves remain closed up to 3000rpm The rev limiter set at 7000rpm

Sport
Quick throttle response thanks to a more aggressive pedal mapping Overboost available (710Nm) The exhaust bypass valves are always open The rev limiter is set at 7200rpm

I.C.E.
Soft throttle response Low boost, the engine torque is limited to 450Nm The exhaust bypass valves remain closed till 5000rpm The rev limiter is set at 6700rpm

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Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

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Transmission
Content
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Technical specifications and characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Product benefits of the new 8-speed gearbox: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Gearbox internal components . Transmission housing . . . . . . Fluid pump . . . . . . . . . . . . . . Planetary gears and clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .9 .9 .9

Hydrodynamic torque converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Lock-up clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 Mechatronic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 TCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Electronic Shifter Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Parking Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Gearshift paddles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Gearbox control logic . . . . . . . . . . . Multiple downshift . . . . . . . . . . . Reverse driving . . . . . . . . . . . . . . Overheating prevention strategy. Gearbox operating modes Auto-Normal . . . . . . . . . Auto-Sport . . . . . . . . . . Manual-Normal . . . . . . . Manual-Sport . . . . . . . . Auto-I.C.E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 .24 .24 .24 .25 .25 .26 .26 .26 .26 .27 .27 .27 .28

ASIS Adaptive Shift Strategy . Road gradient adaptation . Driver adaptation . . . . . . . Interpolation . . . . . . . . . . .

Modular transmission shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Rear differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Maserati Academy

Quattroporte V8

Transmission 1

Gearbox cooling and lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Introduction

Transmission 2

The transmission layout of the new Quattroporte has been developed to match the characteristics of the new twin turbo V8 engine, and to combine top performance with low fuel consumption and driving comfort. The Quattroporte uses the new state of the art AT8-HP70 8speed unit form ZF, combined with a modular transmission shaft and a mechanical limited slip differential at the rear. The electronically controlled 8-speed automatic transmission is renowned as one of the very best automatic gearboxes on the market, and has served as an excellent starting point for the development of the Quattroportes transmission by Maseratis powertrain engineers. The precise, high performance new ZF 8-speed gearbox is a technological masterpiece, and outperforms in every aspect the current 6-speed 6HP-26 gearbox it replaces. It is lighter (-4kg) notwithstanding the two extra gears, and more efficient (fuel consumption down by 6%) thanks to shorter inter-gear ratios and two overdrive gears. This allows comfortable highway cruising (120kph at only 1700rpm in 8th gear) with reduced noise and high fuel efficiency, while exhilarating acceleration is always promptly available upon the drivers request with a downshift of up to 5 gears at a time during kick-down!

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Traditionally for Maserati, a number of driver-selectable shift strategies are available, like the Normal and Sport modes, complemented with the new I.C.E. mode for maximum control and efficiency. Shift paddles fitted on the steering column allow manual shifting in all circumstances. A further evolution of the ASIS adaptive shift strategy that fine-tunes the gearshift behaviour to the drivers personal preferences now works faster, and reaches absolute perfection after only a few hundred kilometres. Furthermore, the transmission of the new Quattroporte has been developed with scope for the upcoming implementation of Stop&Start technology and the adoption of all wheel drive. The transmission does not require any periodic maintenance.

Technical specifications and characteristics

Product benefits of the new 8-speed gearbox:

New gear concept: 8 forward gears plus reverse with only 4 gear sets, of which only 2 are open in each gear. 3 multi-disc clutches and 2 brakes, enabling a compact, highly efficient design. Higher overall gear ratio: overall gear ratio of more than 7. The transmission consistently adapts to the optimum engine operating range for improved acceleration and lower fuel consumption. Higher power to weight ratio: Lightweight components combined with a revolutionary gear set concept: 2 additional gears transfer more torque (maximum engine torque 760Nm) with fewer components and improved weight characteristics (only 90kg including the torque converter). Lower drag loss and greater efficiency: High efficiency gear sets, a new axially parallel vane cell pump and optimized cooling increase the efficiency of the transmission. Energy losses are reduced to a minimum. No-maintenance design and bullet-proof reliability. The already outstanding reliability of the previous 6-speed gearbox has been further enhanced for the new 8-speed unit. Shift times are reduced to less than 150ms in Sport mode and about 250ms as best shift performance in Normal mode.

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Quattroporte V8

Transmission 3

Transmission Gearbox type Gears Drive away Manual shifting Control unit Gearbox cooling Transmission shaft Differential Final drive ratio Gear 1
st nd rd th th

AT8-HP70 by ZF Four coaxial planetary gear sets, 8 forward gears + reverse Hydrodynamic torque converter + lock-up clutch Shift-by-wire with selector lever and steering wheel paddles Mechatronic, integrated hydraulic and electronic control unit External oil/water heat exchanger with dedicated cooling circuit 2 pieces modular transmission shaft Mechanical limited slip 2,93 to 1 Gear ratio 4,714 3,143 2,106 1,667 1,285 1,000 0,839 0,667 -3,317 Overall gear ratio: 7,07 Gap to previous gear 1,50 1,49 1,26 1,30 1,29 1,19 1,26 -

Transmission

2 3 4 5 7 8

6th
th th

Reverse

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Maserati Academy

1. Torque converter housing with angled bolt fixings to the engine flex plate 2. Oil pipes to fluid cooler

3. Manual Park release cable

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Quattroporte V8

Transmission 5

Transmission 6
1. Transmission fluid cooler 2. Triangular output flange for damper 3. Wiring harness connector 4. Fluid filling plug 5. Identification tag

Quattroporte V8

Maserati Academy

Gearbox internal components

Maserati Academy

Quattroporte V8

Transmission 7

Transmission

1. Customized gearbox casing 2. Planetary gear set 1 3. Planetary gear set 2 4. Planetary gear set 3 5. Planetary gear set 4 6. Output shaft 7. Lock-up clutch 8. Input shaft 9. Torque converter

10. Oil pump 11. Oil filter element 12. Multidisc brake A 13. Multidisc brake B 14. Mechatronic unit 15. Multidisc clutch E 16. Multidisc clutch C 17. Multidisc clutch D

Internally the gearbox comprises an input shaft, an output shaft, a fluid pump, four coaxial planetary gear sets, two brakes and three clutches. The hydrodynamic torque converter and the Mechatronic unit can be accessed and removed for servicing, while the main body of the gearbox with its internal components is designed as a non-serviceable assembly.

Quattroporte V8

Maserati Academy

Transmission housing
The cast aluminium transmission housing is customized for Maserati so that it can be fitted onto the engine without the need for an adapter casing, further reducing the weight. The housing is designed to fit a Stop&Start system for future application without major changes, while the rear flange allows the fitment of a torque transfer case for all wheel drive application.

Fluid pump
The fluid pump is an integral part of the transmission. It is used to supply hydraulic pressure for operation of the control valves and clutches, to pass the fluid through the transmission cooler and to lubricate the gears and shafts. The double vane cell type pump is located between the torque converter and the main transmission body. A specific feature is that the fluid pump is now driven by a chain, as opposed to the coaxial pump of the 6HP26 transmission. This solution has permitted a more compact gearbox design. Note: since the pump is driven by the input shaft, fluid pressure is only available with the engine running.

Planetary gears and clutches

The 8 forward gears and the reverse gear of the AT8-HP70 gearbox are obtained using a combination of different power flow paths through four sets of planetary gears. Each gear set is composed of a central sun gear, an outer annulus (ring) gear, and a planetary pinion carrier in the center. The gear sets of the AT8-HP70 are labeled from front to back as P1, P2, P3, and P4. Different gear ratios are achieved by driving one planetary element with an input clutch while locking one planetary component to the transmission case using a holding clutch (brake). Additionally, two members of a planetary gear set may be driven at the same time causing the entire gear set to rotate as an assembly or 1:1 ratio. Because the planetary gear sets share various components with each other the output element of one planetary set becomes the input of another planetary gear set. The ratios are then multiplied together to produce the final output ratio. This is referred to as compounding, and is how the eight forward and one reverse ratio are produced. The multiple disc clutch packs used to transfer toque between the gear sets or hold an element stationary are made up of alternating friction and steel discs. One disc is internally splined and the other disc is externally splined. When hydraulic pressure is directed to the clutch piston the frictions and steels are pressed against a reaction plate causing the inner and outer splines to lock and allow torque to be transmitted through the transmission. hen the hydraulic apply pressure is released a spring and/or hydraulic pressure is used to return the piston so the inner and outer splines are no longer locked together. The five clutches used in the AT8-HP70 are identified from the front to back as A, B, E, C, and D. Whenever diagnosing transmission concerns it is extremely helpful to know exactly what shift is taking place as the trouble is often related to the timing of clutch release and apply. Knowing this information will permit you to quickly eliminate many components as the cause of the concern.

Maserati Academy

Quattroporte V8

Transmission 9

A planetary gear system is composed of a central sun gear and multiple planet gears which both rotate around their own centres and revolve the planet carrier as they roll along the inside of the outer ring gear. By alternatively keeping a certain part of the system fixed, more than one gear ratio can be obtained from a single planetary gear system. The AT8-HP70 gearbox from ZF uses four planetary gear systems and a set of brakes and clutches to obtain eight forward gears plus one reverse.

10

Transmission

1. Input shaft from torque converter 2. Output shaft 3. Planetary gear set 1 4. Planetary gear set 2 5. Planetary gear set 3 6. Planetary gear set 4

A. Brake A B. Brake B C. Clutch C D. Clutch D E. Clutch E

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Gear 1
st nd rd th th th th th

Brake A B C -

Clutch D E -

2 3 4 5 6 7

Reverse

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Quattroporte V8

Transmission 11

Hydrodynamic torque converter

Transmission

1. Drive plate 2. Disc carrier 3. Void behind lock-up clutch 4. Lock-up clutch piston 5. Pipe 3 6. Pipe 1 and 2 7. Torsional vibration damper

8. Lock-up clutch lined plate 9. Converter casing 10. Turbine 11. Impeller 12. Stator 13. One-way stator clutch

12

The hydrodynamic torque converter is the coupling device between the engine and the transmission. It transmits the engine torque hydraulically to the transmission and acts as a driveaway clutch. The torque converter is a non-serviceable assembly which contains a lock-up clutch mechanism, and has been customized to match the power and torque characteristics of the F154A engine. The torque converter drive plate has angled fixing bolts, which can be accessed through an opening in the bell housing. This allows for easy removal and refitting of the torque converter to the engine flex plate without the need of any specific adapter tooling.

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Maserati Academy

Operation
The key characteristic of a torque converter is its ability to multiply torque when there is a substantial difference between input and output rotational speed, thus providing the equivalent of a reduction gear. In a torque converter there are three rotating elements: the impeller, which is mechanically driven by the engine and makes use of centrifugal forces to control the flow of oil contained within the unit towards the turbine, which is connected to the gearbox input shaft, and the stator, which is interposed between the impeller and turbine so that it can alter oil flow returning from the turbine to the impeller. The stator is fitted with an overrunning clutch, which prevents it from counter-rotating with respect to the impeller but will allow a forward rotation. The torque converter has three stages of operation: Idling. With the engine idling in and the gearbox in P or N (car speed zero, brakes applied), the turbine speed is slightly behind the impeller. With engine idling, vehicle brakes applied, in 1st or Rev, the speed of the turbine is zero because the clutches and brakes are applied internally in the gearbox locking the turbine to the drivetrain. The input power is limited and the slip of the torque converter is 100%. As soon as release the vehicle brake is released, there is an increase in turbine speed due to the oil flow in the torque convertor and the car starts to move. Acceleration. The engine speed and torque are increasing and the vehicle is accelerating but there is still a relatively large difference between impeller and turbine speed so that the converter will produce torque multiplication. The amount of multiplication depends upon the actual difference between pump and turbine speed. Cruising. The turbine has reached approximately 90% of the speed of the impeller. Torque multiplication has essentially ceased and the torque converter is behaving like a fluid coupling. The lock-up clutch will now be closed to eliminate the remaining slip and increase fuel efficiency.

1. Turbine 2. Stator 3. Impeller The key to the torque converter's ability to multiply torque lies in the stator. In a plain fluid coupling design (without stator), periods of high slippage cause the fluid flow returning from the turbine to the impeller to oppose the direction of impeller rotation, leading to a significant loss of efficiency and the generation of considerable waste heat. Under the same condition in a torque converter, the returning fluid will be redirected by the stator so that it aids the rotation of the impeller, instead of impeding it.

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Quattroporte V8

Transmission 13

The result is that much of the energy in the returning fluid is recovered. This action causes a substantial increase in the amount of fluid being directed to the turbine, producing an increase in output torque. Since the returning fluid is initially travelling in a direction opposite to impeller rotation, the stator will likewise attempt to counter-rotate as it forces the fluid to change direction, an effect that is prevented by the one-way stator clutch. The torque converter's turbine and stator use angled and curved blades. The blade shape of the stator is what alters the path of the fluid, forcing it to coincide with the impeller rotation. The matching curve of the turbine blades helps to direct the returning fluid correctly to the stator so the latter can do its job. The shape and angle of the blades are key in the design of the torque converter. During the idling and acceleration phases, in which torque multiplication occurs, the stator remains stationary due to the action of its one-way clutch. However, as the torque converter approaches the cruising phase, the volume of the fluid returning from the turbine will gradually decrease, causing pressure on the stator to decrease likewise. Once in the cruising phase, the returning fluid will reverse direction and now rotate in the direction of the impeller and turbine, an effect which will attempt to forward-rotate the stator. At this point, known as coupling point, the stator clutch will release and the impeller, turbine and stator will all (more or less) rotate as a unit.

Transmission

Lock-up clutch
The torque converter lock-up clutch is a hydro-mechanical device which, when activated, eliminates torque converter slip. It is hydraulically commanded by a solenoid valve which is PWM controlled by the TCM. This allows the torque converter to have four stages as follows: Open (fully working torque converter) Controlled (15 rpm slip allowed) Controlled closed (5 rpm slip allowed) Closed (no slip) The engagement and disengagement is controlled by the TCM to allow a certain amount of controlled slip. This allows a small difference in rotational speeds of the impeller and the turbine which improves shift quality. The controlled, controlled closed and closed stage require a minimum turbine speed of 800rpm. During driving, the torque converter clutch is closed as soon as possible for improvement of the fuel economy and reducing heat generated as a result of the shear forces applied to the fluid.

14

Quattroporte V8

Maserati Academy

Mechatronic unit

1. Pressure regulating solenoid valve brake A 2. Pressure regulating solenoid valve clutch D 3. Pressure regulating solenoid valve brake B 4. Pressure regulating solenoid valve clutch E 5. Pressure regulating solenoid valve clutch C 6. Pressure regulating solenoid valve lock-up clutch

7. Pressure regulating solenoid valve system pressure 8. Pressure limiting magnet valve 9. Input shaft speed sensor 10. Harness connector 11. Magnet valve for park interlock cylinder 12. TCM (hidden)

The mechatronic valve block is located in the bottom of the transmission and is covered by the gearbox sump. It is designed as a non-serviceable assembly. The Mechatronic houses the Transmission Control Module (TCM), electrical actuators, speed sensors and control valves which provide all electro-hydraulic control for all transmission functions. The mechatronic valve block comprises the following components: TCM Seven pressure regulator solenoid valves, controlled by PWM signals for current control One magnet valve for park interlock (on/off type) A park lock cylinder position sensor One damper A system pressure limiting magnet valve Twenty one hydraulic spool valves A temperature sensor for the sump oil temperature A Hall effect turbine speed sensor A hall effect output shaft speed sensor

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Quattroporte V8

Transmission 15

TCM
The Transmission Control Module is an integral part of the Mechatronic unit which is located at the bottom of the transmission, within the fluid sump. The TCM is the main controlling component of the transmission. It is connected to the CAN-C bus for communication with other vehicle systems and to a private CAN-PT bus for interfacing with the Electronic Shifter Module (ESM). The TCM processes signals from the transmission rpm and temperature sensors, engine parameters like engine speed and torque from the ECM, and input signals from the ESM and the steering column-mounted shift paddles. From the received signal inputs and preprogrammed mapping, The TCM calculates the correct gear and optimum pressure settings for gear shift engagement and lock-up clutch control. The TCM can operate at a battery voltage range between 9 and 16V and has a sleep current draw of less than 1mA. Diagnostic read-out of the TCM is done through the high speed CAN-C bus.

16

Transmission

Quattroporte V8

Maserati Academy

Gearbox cooling and lubrication

Cooling

1. Transmission fluid pipes 2. Transmission fluid cooler 3. Coolant pipes 4. Electric auxiliary water pump (AUWP)

5. Power steering fluid cooler 6. Radiator group with cooling fan 7. Radiator for secondary cooling circuit 8. Connection pipe to coolant reservoir

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Quattroporte V8

Transmission 17

18

Transmission

The cooling system of the gearbox has the task of warming up the transmission fluid very quickly and keeping it stable at the optimum operating temperature of 80C. A gearbox fluid oil cooler is installed for this purpose on the right hand side of the gearbox housing, and is designed as a water/oil heat exchanger. A new feature is that the transmission cooler is not integrated in the engine coolant circuit, but makes use of a separate, secondary cooling circuit that also cools the power steering system. This solution offers a better cooling efficiency thanks to the lower temperature of secondary circuit coolant. The shorter pipes to the fluid cooler further increase the efficiency of the system and also reduce the risk of expensive damage in case of a collision. The coolant circulation in the secondary coolant circuit is forced by the use of an electric auxiliary water pump (AUWP), which is activated by the engine ECU (ECM). A dedicated radiator is placed in front of the main radiator. The fluid used is identical to the engine coolant fluid (50/50% mixture of water and ethylene glycol-based antifreeze). The TCM measures the transmission sump temperature by an NTC sensor integrated in the Mechatronic unit and sends the temperature value to the ECM over the CAN-C bus. If the temperature exceeds the target value, the ECM will activate the electric water pump in PWM via a LIN line. If the temperature is still too high, the cooling fan is activated as well.

Quattroporte V8

Maserati Academy

A transmission fluid cooler is installed on the right hand side of the gearbox housing (picture above left). The expansion reservoir of the secondary coolant circuit is incorporated in the main engine coolant expansion reservoir (picture above right), both being independent.

Transmission coolant Fluid quantity Fluid specification Mixture of water and coolant, proportionally 50/50%. Coolant: protective ethylene glycol-based antifreeze. Recommended fluid: Paraflu up FO2 Petronas or SHELL Long Life OAT.

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Quattroporte V8

Transmission 19

Lubrication
The fluid sump is made out of reinforced plastic for weight saving. Removal of the sump allows access to the Mechatronic valve block. The fluid sump has a magnet located around the drain plug which collects any metallic particles present in the transmission fluid. A fluid filter is located inside the sump. If the transmission fluid becomes contaminated or after any service work, the fluid pan with integral filter must be replaced.

Transmission

1. Oil filling and level check plug

2. Oil drain plug

Transmission oil Fluid quantity Fluid specification 9,43L Shell ATF L-12108

20

The transmission fluid is filled for the whole lifetime of the gearbox, no periodic fluid change is foreseen. After service work on the gearbox, or if the fluid becomes contaminated, the fluid must be changed. Oil level check conditions: Vehicle level Engine idling and at operating temperature Gearbox in Park position Gearbox sump oil temperature at 40C

It is of the highest importance that the oil level checking and topping up, if necessary, is performed in the right conditions and following the correct procedure. Follow the procedure in the workshop manual for level checking and topping up.

Quattroporte V8

Maserati Academy

Electronic Shifter Module

The lever allows the driver to select between the P - R - N - D positions, indicated on the top of the lever, when pushed forward or backward while at the same time depressing the unlock button on the backside of the lever. The selected position will illuminate with an amber light. For most selections it is necessary to depress the brake pedal as well. During manoeuvring, the speed limit for D-R and R-D selection is 5kph. When in Drive (Auto) or in Manual mode, the lever can be used to shift through the gears by pushing it a short way forward (-) or backward (+). The ESM is connected to the high speed CAN-C bus for communication with the TCM, to inform the instrument cluster about the selected state, and for diagnosis. An additional private CAN bus, CAN-PT (Powertrain), connects the ESM to the TCM. CAN-PT is a redundancy bus on which the same messages are repeated and is used as back-up.

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Quattroporte V8

Transmission 21

Another important difference with respect to the previous generation 6HP26 gearbox is the gearshift selector which is now fully electronic, i.e. there is no mechanical link between the lever and the gearbox anymore. The ESM replaces the conventional mechanical lever and represents a mere user interface. Gear positions are simulated by solenoids inside the lever body, which are computer controlled and enable or disable certain states of the lever. The solenoids inside the gear lever prevent the movement of the lever towards invalid positions.

Parking Lock
The parking lock is designed to hold the vehicle always safely braked when it is parked in uphill or downhill conditions. On the 8HP70 gearbox the parking lock will be actuated by electrohydraulics only. A dedicated magnet valve in the mechatronic unit activates the parking lock. The brake pedal must be depressed before the ESM can be shifted into P, and the maximum driving speed for engagement of the parking lock is 3kph.

Transmission

In the event of a flat battery or a system failure, the Park position of the gearbox can be manually released by pulling a cable. Access to the release cable is provided by removing a lid in the carpet in front of the drivers seat (picture above left).

22
This vehicle has a feature which requires the shift lever to be placed in P before the engine can be turned off. This prevents the driver from inadvertently leaving the vehicle without selecting the Park position first. This system also locks the shift lever in P whenever the ignition switch is in the OFF position.

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Maserati Academy

Gearshift paddles

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Quattroporte V8

Transmission 23

The Quattroporte with V8 engine comes as standard with active shift paddles mounted on the steering column. They add to driving enjoyment and safety by allowing the driver to change gears manually without having to take his hands off the steering wheel. The paddles (left for downshifting and right for upshifting) are made out of polished, solid aluminium to give a quality feel to the driver. Electrically, the paddles are hardwired directly to the TCM.

Gearbox control logic

Multiple downshift
During kick down, the gearbox can change down multiple gears, up to gears 5 maximum, with a single shift action. This feature is disabled when the I.C.E. mode is selected. In that case the gearbox will shift down gear by gear sequentially.

Reverse driving
For gearbox protection and for driving safety, the engine torque is limited to 550Nm and the engine speed to 3500rpm for the first 300 metres during reversing, after that the engine speed is limited to 2500rpm.

Overheating prevention strategy

Should failure occur in the transmission cooling system, the TCM can activate different recovery modes in order to prevent damage to the gearbox due to overheating. Temperature range Recovery mode Normal operation Hot-mode operation Recovery 1 Recovery 2 Mechanical limp home

Transmission

-30C to 110C 110C 130C 135C 145C Normal operation

24

Between -30C and 110C the gearbox is in its normal temperature range and operates with full functionality. The ideal gearbox oil temperature for maximum efficiency is 80C. The gearbox is however designed to function at oil temperatures down to -40C without any malfunctions. Hot-mode operation From 110C oil temperature the gearbox goes into hot-mode operation. The gearbox maintains full functionality, no intervention is noticed by the driver, but the system takes specific measures to reduce the oil temperature, (reducing shift times, optimizing the lock-up clutch activation strategy and using maximum cooling capacity). Recovery 1 Starting from 130C, the TCM sends a request to the ECM to reduce the engine torque. Recovery 2 As recovery 1, but additionally a dedicated warning lamp on the multifunction display of the instrument panel is activated.

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Mechanical limp home The most extreme state of recovery is reached at a temperature of 145C. In this case the TCM will switch itself off for self-protection. The gearbox loses all of its functionality and changing gears is no longer possible. The state in which the gearbox is maintained depends on the position at the moment the TCM is switched off: "D" = 6th gear and lock-up clutch open "N" = Neutral "R" = Neutral "P" = Park Stall-speed protection The transmission also contains a stall-speed protection functionality to prevent transmission overheating. The engine torque will be limited after five seconds.

Gearbox operating modes

Transmission 25
The gearbox has five different operating modes, which depend on the driving mode selected by the driver. Selected driving mode Normal + Auto Normal + Manual Sport + Auto Sport + Manual I.C.E. ESC-OFF Firm damper setting Gearbox operating modes Auto-Normal Manual-Normal Auto-Sport Manual-Sport Auto-I.C.E. No impact on the gearbox operation No impact on the gearbox operation

Auto-Normal
This mode is active by default after the ignition is switched on. The transmission works automatically without needing any driver input. Gear changes are performed smoothly and at moderate engine speeds to increase comfort and improve fuel economy. A normal-soft Kickdown strategy is applied, allowing multiple downshifts if the throttle pedal is suddenly depressed. When driving in Auto mode, it is possible to perform gearshifts manually by moving the shift lever forward or backwards without pressing the unlock button on the lever, or by pulling one of the gearshift paddles behind the steering wheel. This will cause the system to enter a temporary function and enable the manual shift mode. This range is indicated with the symbols +/- above and beneath the letter D on the gear range field of the info display. The system will then switch back to automatic mode according to time elapsed in temporary mode and driving conditions.

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Auto-Sport
The transmission works automatically without needing any driver input, but the focus is now on performance. Gear changes take place at higher engine speeds to increase the sportiness and the response of the vehicle. The shift speed is more rapid and when the vehicle is slowing down the system will downshift sooner. A strong kick down strategy is applied, with multiple downshifts up to a maximum of 5 gears at the time! Manual gear shifting is allowed (see above). In both automatic modes, the TCM recognises the driving style and conditions by constantly monitoring parameters like throttle position and movement, steering input, road gradient, engine speed and torque in order to determine the best gear shift settings within the selected mode.

Manual-Normal
The driver is in charge of the transmission and the engine speed at which gear changes take place. The system automatically intervenes in case of too low an engine speed to prevent the engine from stalling, or when the rev-limiter is reached (automatic upshifting). When a gearshift command is performed by the driver, shift takes place rapidly and without delay. Automatic kick-down when the throttle is suddenly depressed is available only in the overdrive gears (7th and 8th).

Transmission

Manual-Sport
Gear changes are even faster and more sporty in comparison with Manual-Normal; this program offers the driver full control of the transmission and engine speed, and gives a feeling of pure sports driving; the system does not intervene even when the engine is in the red zone of the rev counter (no automatic upshift) and shift times are reduced. The system only intervenes when the engine speed is too low to prevent stalling. Kick-down is as in Manual-Normal mode (only in overdrive gears), but works more aggressively.

26

Auto-I.C.E.
In addition to the above modes, the gearbox actuates a specific strategy when the I.C.E. mode is selected. Gear changes are performed automatically. The I.C.E. mode is not compatible with the Manual driving mode or with the Sport mode. If one or both of these modes are active, the selection of the I.C.E. mode cancels them. In this mode the focus is on maximum control and smooth reactions. The gearbox changes as softly as possible, both when changing up and down, and the shift points are chosen to optimize fuel economy. A soft kick-down is available. This means that when the throttle pedal is suddenly depressed, the gearbox will sequentially shift down through the different gears one by one. Multiple downshifts are disabled. Just like in Auto-manual and Auto-sport mode, manual shifting by the driver is allowed. Unlike the 6HP26 gearbox of the M139 Quattroporte, drive away from standstill occurs in first gear.

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ASIS Adaptive Shift Strategy

The new 8HP70 gearbox uses a further evolution of the ASIS self-calibrating adaptive shift strategy as used on the previous generation 6HP26 transmission. The adaptive shift strategy is designed around two main concepts: Adaption to the road condition (road gradient adaption). Adaption to the driving conditions (driver adaption).

Road gradient adaptation

Based onto various dynamic parameters, like selected gear, engine torque, vehicle speed and acceleration level, a specific algorithm inside the TCM assesses the road gradient. The instantaneous road gradient is a calculated bit-value which is subsequently put into one out of five predefined categories: strong descent, descent, level, climb and strong climb. Every category corresponds with a specific gearshift map available in the TCM. The road gradient adaptation is active in all automatic driving modes (Auto-Normal, Auto-Sport, I.C.E.).

Driver adaptation
The second part of the ASIS is a self-calibrating process that evaluates the driving habits of the driver. The TCM constantly monitors driving parameters like accelerator pedal movement and position, engine speed and engine torque, to evaluate the driving style with the help of a specific algorithm. The driver adaption of TCM moves in a total field between 0 and 400 bits, where 0 corresponds to Super-ECO and 400 to Super-Sport. The assessed driving style is converted by the TCM into a value between 0 and 200 bits, while another 200 bits are added when the SPORT driving mode is selected by the driver. Based on the obtained value between 0 and 400, the most suitable out of four available driving levels is selected (Super-ECO, ECO, Sport and Super-Sport). The driver adaptation is a self-learning process which becomes perfectly aligned to the individual driving style after few hundred kms. The driver adaptation is active in the Auto-Normal and Auto-Sport driving modes, it is disabled in the I.C.E. mode.

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Quattroporte V8

Transmission 27

Interpolation
The possible combinations of 5 road gradient levels with 4 driver levels mean that a total of 20 pre-programmed shift maps are stored inside the TCM. The instantaneous shift map of the gearbox is obtained by an interpolation of the 4 selected pre-programmed maps that border the actual bit values of road gradient and driver adaptation. By this way the most suitable gearshift strategy for the instantaneous road condition and the drivers preferences is always achieved.

28

Transmission

The above image illustrates how the ASIS adaptive process selects the best possible shift map from five road gradient levels (vertical) and four driver adaption levels (horizontal).

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Modular transmission shaft

The transmission shaft transmits the drive torque to the rear differential. It is of the modular type and is composed of two sections of unequal length. The shorter front section connects to the gearbox output flange via a flexible rubber joint and is supported at its rear end by a centre bearing in a flexible fitting and attached to the vehicles chassis. Both sections of the modular transmission shaft are connected through a CV joint. The longer rear section of the shaft has another CV joint at its rear end where it is bolted to the differential flange with six bolts. The modular design of the transmission shaft is necessary due to the different alignment of the engine axis with respect to the rear differential axis, and it compensates for the small relative movements that occur between the gearbox and the differential during driving. The combination of two CV joints and a flexible rubber joint provide a direct power delivery and eliminate driveline vibrations.

A flexible rubber joint is installed between the gearbox and the transmission shaft to dampen driveline vibrations.

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Quattroporte V8

Transmission 29

Balancing
The gearbox, the modular transmission shaft and the differential have been balanced in the factory as a complete assembly. If one of these components has been removed for service even without replacing parts it is necessary to perform the shaft balancing procedure. The shaft balancing procedure is very similar to the procedure used for the previous generation Quattroporte with automatic transmission. The balancing of the shaft is done by fitting nuts of a known weight onto the stud extensions of the coupling flange at the differential end. The balancing is a dynamic procedure that requires a measurement of the shaft imbalance by using a specific application of Maserati Diagnosi and the MDVMM (Picoscope). The principle is similar to wheel balancing, but where for wheel balancing the balancing weight can be fitted in any position around the circumference of the wheel rim, in this case there are only six fixed positions on the flange which must be used. During the procedure, the tester unit will indicate how much and in which position the balancing weight must be fitted. The balancing procedure is based upon the use of two parameters: Shaft rotational speed, measured with an optical sensor and a reflective strip to be fitted on the shaft. Shaft vibrations, measured by an accelerometer that is to be installed on the differential housing.

30

Transmission

The driveline is balanced by a variety of weighted nuts that can be fitted to the differential flange studs.

A specific balancing kit as well as the Maserati Diagnosi tester and the MDVMM are required to perform the shaft balancing procedure.

The vehicle must be correctly prepared before carrying out the shaft balancing procedure. Carefully follow the indications of the workshop manual and the step-by-step instructions of the balancing procedure. More useful information related to this procedure can also be found in the Help menu of Pico Diagnostics.

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Rear differential

The rear differential of the new Quattroporte is of the mechanical limited slip type. It uses a multi-plate clutch pack between each side gear and the differential case. Each clutch pack has two different types of flat steel plates, covered with friction lining and placed alternately in the pack. One type has internal splines which mate with splines on the side gear pressure ring. The other has driving lugs which locate in slots in the case. Four differential pinions (spider gears) are mounted on two driving pins, at right angles to each other, so that they mesh with the side gears. The clamping of the friction discs, and thus the limiting torque of the differential, lies in the use of a cam-ramp assembly. The spider gears mount on the pinion cross shaft which rests in angled cutouts forming cammed ramps. The cammed ramps are not symmetrical. Both sides are sloped, but asymmetric. This asymmetry is responsible for the different locking factors in load (driving) and overrun (engine braking) conditions. The differential of the new Quattroporte has a locking factor of 35% in acceleration and 45% in engine braking. The limited slip factor allows the differential action under normal driving conditions. However, when road conditions are not normal a limited slip differential reduces differential action, so that a wheel cannot spin, and drive is maintained to both wheels. A stronger limiting torque aids stability under engine braking.

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Quattroporte V8

Transmission 31

Differential characteristics Final drive gears Final drive ratio Limited slip Locking factor in acceleration Locking factor in release Oil quantity Oil specification Hypoid gear set with 34mm axis offset 2,93 to 1 Wet multidisc clutch pack with friction lining 35% 45% 1,3L Premixed CHEVRON Oil PN-225170 (Synthetic Axle Lubricant SAE 75W-90 FE HYPOID GEAR LUBRICANT) (GM 9986226). Or mix to 7% of additive: CHEVRON 2276 GM Synthetic Gear oil as the base oil SAE 75W-90 (also GM PN-89021677). Additive: Lubrizol 6178 GM Limited Slip Lubricant Additive (also GM PN-1052358). No

Scheduled maintenance

32

Transmission

Quattroporte V8

Maserati Academy

Drive shafts

A driveshaft assembly comprising a steel shaft with a constant velocity joint at each end, is used to transmit the drive torque from each differential output gear to the rear wheel hub. The two shafts are of unequal length due to the asymmetric design of the differential housing. The right hand drive shaft is slightly longer than the left one. The CV joints are packed with grease on initial assembly, and are maintenance free. It is however important that the protective gaiters are carefully inspected at service intervals for damage or leakage. The joint will deteriorate quickly once contaminated with dirt or water. The inboard CV joint is equipped with a male splined spigot shaft which engages with the female splines on the differential output sun gear, and is retained by a spring circlip on its end. The differential output seals run on the CV joint. The outboard end of each driveshaft carries a second CV joint whose spigot shaft is used to clamp the hub into the wheel bearing and hub carrier via thread on the end of the shaft and a retaining nut.

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Quattroporte V8

Transmission 33

Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

Quattroporte V8

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Braking system
Content
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Wheel brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Electronic vehicle stability control systems System overview . . . . . . . . . . . . . . . . . . Vehicle speed and VSO . . . . . . . . . . . . . System functionality . . . . . . . . . . . . . . . ESC operating modes ESC-Normal . . . . . . ESC-Sport . . . . . . . ESC-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 .5 .6 .6

.11 .11 .11 .11 .12 .12 .13 .15

Electric parking brake . . . . . . . . . System overview . . . . . . . . . . . EPB operating logic . . . . . . . . . Service operations on the EPB .

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Quattroporte V8

Braking system 1

Introduction

Braking system 2
The Quattroporte with V8 engine comes as standard with a high performance braking system, co-developed with specialist supplier Brembo and configured to match the higher performance levels of the twin turbo V8 engine. The braking system, with co-cast technology uses large, monolithic calipers with six pistons at the front and four pistons at the rear. This system is not only highly effective in terms of stopping power, but has also been designed to enable better heat exchange, resulting in more efficient cooling and constant performance during sportier usage. Particular attention has been paid to the acoustic comfort of the system. A new generation of ABS and electronic vehicle stability system is implemented (Bosch ESP9), this system offers the tried and tested features of the previous Bosch ESP8 system, as well as some new enhancements for additional functionality. Electric parking brake (EPB) is part of the standard equipment for all Quattroporte vehicles.

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Other than being functional, the brake caliper is also a typical stylistic element of the Maserati Quattroporte. The calipers are available in the following finishes: Classic black (standard) Sporty red (optional) Elegant dark blue (optional) Dynamic silver grey (optional) Exclusive mirror effect polished aluminium (optional)

Wheel brakes

Front brakes Discs Calipers Effective pad surface Rear brakes Discs Calipers Effective pad surface 350 x 28mm perforated integral cast iron Brembo fixed caliper, 4 pistons, 32/28mm 65cm2 380 x 32mm, perforated and co-moulded (Dual-cast) Brembo fixed monolithic caliper, 6 pistons, 38/34/30mm 110cm
2

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Quattroporte V8

Braking system 3

Braking system Master cylinder Circuit type Brake fluid Tandem type, 17/16 X-split Synthetic fluid: USA FMVSS n. 116 DOT 4, ISO 4925 Class 4, JIS K 2233 Class 5, AS/NZ 1960 Class 3, SAE J1704, CUNA NC 956-01. Recommended fluid: Shell Donax UB (DOT4 Ultra) or Shell Brake and Clutch Fluid DOT 4 Ultra. Vacuum operated tandem type, 9 +9

Brake force booster

Braking system

The braking system consists of ventilated and cross drilled discs all round with fixed Brembo calipers front and rear. The front calipers have a total of 6 pistons, consisting of three pairs of unequal diameter pistons, and the 380mm diameter front discs use Dual Cast technology: meaning the cast iron friction ring is co-moulded with the aluminium centre hub of the disc. This technology permits a significant reduction in unsprung weight and improves the heat dissipation thanks to the use of the aluminium, while the excellent frictional characteristics of cast iron throughout the complete temperature range of the brakes is retained. The rear calipers use four pistons, again having two pairs of unequal diameter pistons and the 350mm rear discs are made of integral cast iron. The central part of the rear disc acts as the drum for the parking brake linings. The front and rear discs are sandwiched between the road wheels and wheel hubs, an additional small screw retains the disc during assembly. The brake pads have a large effective surface area of 110cm2 at the front and 65cm2 at the rear. They use a specific compound that has been developed especially for the new Quattroporte and is designed to enhance braking performance during high speed driving, with good fade and pad wear characteristics. The pads have integrated wear sensors that trigger a warning lamp on the instrument cluster if the pad wear condition becomes critical. The brake master cylinder is of the tandem type and supplies a X-split brake circuit. A translucent brake fluid reservoir is fitted on top of the master cylinder and has MIN and MAX levels indicated on it. A fluid level switch informs the driver via a warning lamp if the fluid level becomes dangerously low. The force on the master cylinder is servo-assisted via a vacuum type brake booster. A pressure sensor is installed on the brake booster for the future application of Stop & Stop technology.

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Electronic vehicle stability control systems

The new Quattroporte uses a new generation ESP9 Enhanced by Bosch, with the yaw and acceleration sensors integrated inside the HU-ECU.

System overview
A new generation of electronic stability control (ESC) system by Bosch, called ESP 9 Enhanced, has been developed for the new Quattroporte. ESP9 is similar to the previous generation ESP8, but offers a number of system improvements as well as added functionality. The ESP9 unit is more compact resulting in a smaller displacement (1,340L compared to 1,620L of ESP8), and reduced weight (1,6kg compared to 2,3kg for ESP8). The ESC offers an optimized microprocessor design as well as a control unit based on printed-circuit technology. It incorporates all the features of the previous system (ESP8). A new pump motor with rare-earth technology permits a significant improvement in the power-to-weight ratio. Integration of the dynamic inertia sensors and a specific sensor for monitoring the master cylinder pressure enables a precise control, even at the lowest of brake pressures. The ESC unit is connected to the CAN-C bus for data exchange with other systems and for diagnostics. Hydraulic unit with attached ECU The control unit processes the information received from the sensors according to defined mathematical procedures (control algorithms). The results of these calculations form the basis for the control signals sent to the hydraulic modulator. The hydraulic modulator increases and decreases the pressure in the brakes of the vehicle according to the functional requirements. A new feature of this ESP9 control unit is that the sensors that measure the yaw rate and the lateral and longitudinal acceleration are integrated within the control unit. The ESC unit is connected to the high-speed CAN-C network for data exchange with other vehicle systems and for diagnostics. Yaw-rate and acceleration sensor The signals of the yaw-rate sensor and the acceleration sensor are used to calculate the actual motion of the vehicle. If the desired direction chosen by the driver and the actual motion of the vehicle differ greatly, the ESC function attempts to correct the vehicle motion by applying the brakes selectively.

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Quattroporte V8

Braking system 5

Wheel speed sensors The speed of rotation of the wheels is an important input variable for the control system. Wheel-speed sensors detect the speed of rotation of the wheels and pass the electrical signals to the control unit. The speed signals are used by the processor to calculate the degree of slip between the wheels and the road surface. The sensors used are of the active type (with integrated microprocessor) and connect to the ESC unit by two wires, power and signal. Each sensor uses a magnetized ring that is integrated in the wheel bearing as a tone wheel. Steering-angle sensor The steering-angle and steering wheel rotation speed serve as important input to determine the desired direction selected by the driver. On the new Quattroporte this sensor is integrated in the SCCM (Steering Column Control Module) and communicates to the ESC unit via the CAN-C network. Brake pedal switch The brake pedal switch is connected to both the ESC unit and the BCM. All three stoplights are activated by the BCM.

Vehicle speed and VSO Braking system

In the vehicles electrical system, the ESC node is the master for the vehicle speed information. The ESC unit calculates the vehicle speed based on the input from the individual wheel speed sensors, and the tire circumference which is part of the vehicle configuration data. The vehicle speed calculation is made from the average speed of the two rear wheels, while the wheel speed sensors of the front wheels are used as backup. The vehicle speed information is put on the CAN-C line by the ESC node, with the BCM as a gateway for the CAN-I nodes. Apart from putting vehicle speed information on the CAN bus, the ESC unit also generates an analogue signal, called Vehicle Speed Odometer (VSO). VSO is a 5V square wave signal with a variable frequency that increases with the driving speed. It is used by certain modules that have no access to CAN, such as the speed adaptive power steering module (CSG) and the sunroof module.

System functionality
The new ESP9 system offers the same tried and proven features of the previous system (ESP8), as well as some enhanced functionality: Anti-lock Brake System (ABS) The main purpose of ABS is to maximize the limit of tire adhesion with the road surface during an emergency braking situation, which not only allows the car to stop in as short a distance as possible but also improves the vehicles directional stability during the whole manoeuvre. During braking, the tendency for wheel lock of one or more road wheels is detected by the monitoring of the wheel speed sensor signals, it prevents the wheels from locking under braking by reducing the brake pressure of the individual circuit where necessary, to the point where maximum grip for that particular tire and road contact area is possible. A rolling tire can change direction more readily than one that has a complete loss of grip (Skidding).

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Electronic Brake force Distribution (EBD) EBD automatically and constantly regulates the brake bias between the front and the rear axle through an integrative self-learning process. This ensures that the optimum brake balance for different road surface conditions and different vehicle load conditions is always achieved. A well calibrated EBD maximizes braking performance and reduces the need for ABS intervention. Traction Control System (TCS) TCS maintains vehicle stability during acceleration by preventing the driven wheels from spinning in case too much drive torque for a given grip condition is delivered. This is achieved by individually braking the spinning wheel and by reducing the engine torque. Wheel spin of one or more driven wheels during vehicle acceleration is detected by monitoring the wheel speed sensor signals. The ESP unit sends via CAN an engine torque reduction request to the ECM which overrides the drivers throttle request. Note: TCS can be disabled by the driver by pressing the ESC off button. Engine Brake-torque Control (MSR) MSR derives from the German MotorSchleppmomentenRegelung or Engine Brake-torque Control. This is a function that will prevent vehicle instability by negative engine torque during downshifting in low grip conditions. MSR will command the engine ECU (ECM) to open the throttle valves and reduce engine brake torque when locking of the rear wheels during downshifting is pending. Electronic Stability Control (ESC) This system enhances directional control and stability of the vehicle under various driving conditions. The ESC function is activated if a deviation from the intended course is detected while the vehicle is being driven. The ESC function works by detecting rotational motion of the vehicle and compensating for driving errors. It corrects for oversteering and understeering of the vehicle by automatically applying the brake of the appropriate wheel. Engine power may also be reduced to assist in counteracting the conditions of instability and maintain the right direction. The ESC module compares the input from the steering angle sensor and the integrated yaw- and acceleration sensors. Together with other vehicle dynamics parameters like driving speed and throttle position, it constantly assesses the dynamic stability condition of the vehicle. In case of discrepancy between the required and the actual trajectory, the ESC system brakes the appropriate wheel to counteract the condition of over- or understeering. Oversteer when the vehicle is turning more than appropriate for the steering wheel input. The outer front wheel is braked. Understeer when the vehicle is turning less than appropriate for the steering wheel input. The inner rear wheel is braked.

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Braking system 7

Hill Start Assist (HSA) The HSA system is designed to assist the driver when setting off from rest on an incline. HSA maintains the level of brake pressure for a short period of time (2 seconds) after having released the brake pedal. If the driver does not apply the throttle during this short period of time, the system will release brake pressure and the vehicle will start rolling downhill due to gravity. Within the applied brake pressure time period the system will release brake pressure in proportion to the amount of throttle/torque applied as the vehicle starts to move in the chosen direction. Note: this function is also referred to as Hill Holder. HSA activation criteria The following criteria must be met in order for HSA to activate: The vehicle must be stationary. The slope must be greater than or equal to around 6%. The gear selection must match the vehicle uphill direction (i.e., vehicle facing uphill is in forward gear; vehicle backing uphill is in reverse gear). HSA will work in R (Reverse) and all forward gears when the activation criteria have been met. The system will not operate if the vehicle is placed in N (Neutral) or P (Park).

Braking system

Brake Assistance System (BAS) This system completes the ABS system by optimizing the vehicle braking capacity during emergency brake manoeuvres. The system detects an emergency braking situation by sensing the rate and amount of brake application and then applies optimum pressure to the brakes in order to reduce the stopping distance. During a panic braking situation, the brake pressure is raised to the locking pressure, regardless of whether the driver raises the braking power by himself or not. Once the brake pedal is released, the BAS is deactivated. Note: for the M139 generation Quattroporte this function was referred to as Hydraulic Brake Assistant or HBA. Ready Alert Braking (RAB), new! Ready Alert Braking may reduce the time required to reach full braking during emergency braking situations. It anticipates when an emergency braking situation may occur by monitoring how fast the throttle is released by the driver. When the throttle is released very quickly, RAB applies a small amount of brake pressure into the hydraulic circuits to close the air gap between the brake pad and the disc. With this, the pressure build time in the brake system is reduced and pressure is simultaneously applied to the brakes on all wheels. This slight brake pressure will not be noticed by the driver. The brake system uses this brake pressure to allow for a fast application response if the driver does subsequently apply the brakes.

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Hydraulic Fading Compensation (HFC), new! HFC gives an additional braking-force boost to the driver, if he himself is not able to reach the maximal deceleration in spite of strong brake pedal activation. This can happen due to high temperature of the brake disk (fading). Dynamic Wheel Torque by Brake (DWT-B), new! DWT-B or Torque Vectoring reduces understeer and increases driving agility by regulating the driving torque of each individual driven wheel. Individually varying the wheel torque will influence the vehicle behaviour during cornering. More precisely, in case of pending understeer on a curve the inner rear wheel is braked while the driving torque to the curve outer rear wheel is increased. This result is an increase in yaw-rate and neutral vehicle behaviour.

DWT-B has several user-advantages: Increased traction during acceleration out of corners. Raises the cornering speed limiting factor by a better utilization of the grip potential of all driven wheels. Better response to steering input caused by the virtual reduction of the moment of inertia.

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Quattroporte V8

Braking system 9

The table below allows a better understanding of the differences between ESC and DWT-B: ESC Goal Improving safety by maintaining the vehicles stability in a critical situation React: when a certain degree of instability (understeer or oversteer) is detected Exerts yaw torque by braking one or all wheels. In the driven case, it reduces engine torque Reduction of vehicle speed, maintaining of stability Intervention possibly noticed, inharmonious vehicle handling DWT-B Improving agility and cornering speed by eliminating understeer Act: in a situation where understeer is pending Exerts yaw torque by braking one wheel and increasing the engine torque accordingly No reduction of vehicle speed, increased agility and steering response No intervention noticed by the driver

Activation

Actuation

Result

Driver feeling

10

Braking system

Quattroporte V8

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ESC operating modes

The ESC system has three operating modes, which depends on the driving mode selected by the driver. Selected driving mode Normal + Auto Normal + Manual Sport + Auto Sport + Manual I.C.E. ESC-OFF Firm damper setting ESC-Normal ESC-Off No impact on the ESC operation ESC-Sport ESC system operating mode ESC-Normal

ESC-Normal
This mode is active by default after the ignition is switched to on. In this mode the full functionality of the ESC system is available. ESC is tuned according to the American FMVSS126Sine-With-Dwell requirements.

ESC-Sport
The ESC-Sport mode is characterized by softer ESC interventions, higher activation thresholds and a higher target slip of the traction control system. ESC is tuned according to the requirements of the Maseratis vehicle dynamics engineers. If during driving the vehicle is in a condition in which the FMVSS126-Sine-With-Dwell requirements cannot be fulfilled, the ESC-OFF lamp will be activated.

ESC-Off
The ESC-Off mode can be entered by pressing the ESC-Off button next to the gearshift selector. The ESC-OFF-Lamp will be activated. The ESC-Off mode is aimed for a more spirited driving experience but also purposeful for driving in deep snow, sand, or gravel. During ESC-Off mode the system is set as follows: ESC is deactivated. Exception: ESC interventions are temporarily allowed while the brake pedal is pressed to support the driver. This intervention, however, is not indicated by any lamp on the dashboard. Engine torque interventions by TCS are deactivated. Brake interventions by TCS are active with thresholds of ESC-Sport-Mode. ESC-Off mode is not restricted by engine- or vehicle speed. The FMVSS126-Sine-With-Dwell requirements cannot be fulfilled. Note: the functions ABS, EBD, MSR, HAS, BAS, RAB and HFC are not affected by the selected driving mode, i.e. they are tuned in the same way for all three ESC operating modes.

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Braking system 11

Electric parking brake

System overview

12

Braking system

All vehicles are equipped as standard with an Electric Parking Brake (EPB). The EPB is an electromechanical device which prevents the vehicle from moving in stationary situations. It replaces and extends the functionality of the traditional mechanical parking brake (hand brake). The parking brake itself consists of drum brakes integrated inside the rear wheel brake discs (Drum in Hat configuration) and are operated by means of a cable. They are linked to the EPB unit which is designed as an electrically operated cable puller with integrated ECU. The EPB unit is installed on top of the rear sub-frame, underneath the luggage compartment floor. A parking brake activation switch is installed on the centre console. The EPB unit is of a different type from the one used on the M139 and M145 models, but its operation is similar. Another difference with respect to the EPB system of the previous generation, is that both cables for the two drum brakes exit directly from the EPB unit, so no cable divider is needed. The electric parking brake has several user-advantages over a traditional manual parking brake: It offers enhanced functionality (Auto apply, Drive away, Dynamic brake). It always applies the right amount of brake force, depending on the actual conditions (road gradient). It monitors the efficiency of the parking brake, even after key-off. It removes the manual parking brake lever from the central tunnel area and therefore gives more space and allows more freedom for the interior design. It offers a more efficient and safer emergency braking function.

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EPB control logic The EPB unit is connected to the CAN-C line for communication with other vehicle modules and for diagnostics. In particular, it works in close relation with the ESC unit. It is the task of the ESC unit to evaluate whether the right conditions for parking brake engagement or disengagement are met, and it commands the EPB unit. In case of any suspected malfunction of the EPB system, it is therefore useful to check also the correct operation of the ESC system and check for error codes.

EPB operating logic

Assisted parking brake The parking brake can be engaged and disengaged when the vehicle is stationary by pulling the EPB activation switch on the centre console. To ensure activation of the EPB system, pull and hold the switch positioned on the gearshift lever console for about 2 seconds. The system can be deactivated by holding the brake pedal depressed and pulling the switch. When the parking brake is applied, the warning lamp lights up on the instrument cluster and the related message is displayed for 5 seconds. During engagement and disengagement procedures, the warning lamp flashes until the requested state is reached.

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Braking system 13

Auto Apply The parking brake engages automatically when the vehicle is stationary and the ignition is turned off (default condition); this function can be disabled in the vehicle settings menu of the instrument cluster. The chosen setting (Auto Apply On/Auto Apply Off) remains memorized when the ignition is subsequently switched off.

Braking system

Drive away Automatic parking brake disengagement when driving away (accelerator pedal depressed >3%), this function is always active. Pre-Release The parking brake is automatically disengaged with engine running and drivers door closed, while pressing the brake pedal and operating the shift lever. Dynamic brake This function allows the use of the parking brake switch for emergency braking. If the switch is pulled and the vehicle speed is not zero, the vehicle will brake until the switch is released or until the vehicle comes to standstill. This function is managed by the ESC unit. The ESC unit will slow the vehicle down by a pre-programmed deceleration (0,5g) using the four brake calipers. During Dynamic brake all safety features (ABS, EBD, ESC) will remain active and the stop lights will work as well. The vehicle stops breaking as soon as the switch is released. If the switch is pulled until standstill, the EPB will engage the parking brake when the speed has reached zero, and after this the ESC unit releases the calipers. This function allows the driver to slow down and stop the vehicle in a controlled and safe manner.

14

After the vehicles battery has been disconnected, it is necessary to perform an EPB engagement/disengagement cycle by manually using the EPB switch. This allows the EPB unit to learn the full stroke which is necessary for its automatic operation.

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Service operations on the EPB

Manual release of the EPB In case of a system failure or a dead battery, the electric parking brake can be released by a manual procedure. To this end a special tool is included in the emergency tool kit of the vehicle. The EPB unit can be accessed by removing a protective cap in the luggage compartment floor. To release the parking brake, insert the hexagon tip of the special tool in the release gear on the left side of the EPB unit and rotate clockwise until full release. Note: make sure that the ignition is switched off during this operation.

After a manual release of the EPB, the system must be calibrated and checked for error codes with Maserati Diagnosi.

EPB actuator calibration After components of the parking brake system like the rear brake discs, cables or the EPB unit have been removed or replaced, or the manual release procedure of the EPB has been performed, it is necessary to carry out a the EPB actuator calibration by using Maserati Diagnosi. The calibration procedure is necessary to set the zero position of the actuator stroke, and calibrates the cable stroke to the cable tension. A correct calibration is necessary for the EPB to apply the right amount of cable tension. An error code will be stored in the EPB unit if the system is not calibrated. Always check the unit for error codes after a system calibration or after any service operations on the EPB.

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Braking system 15

Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

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Driving controls
Content
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Steering wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Steering column with electrical adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Steering rack and speed-adaptive power steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Speed adaptive control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Control logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Adjustable pedal unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

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Driving controls 1

Introduction

Driving controls

The steering system of the new Quattroporte has been developed by Maseratis chassis engineers to give the car the desired handling characteristics and provide a precise control. The vehicle's agility has also been increased by reducing the steering ratio over that of the previous generation of Quattroporte. The power steering system is hydraulic and retains the speed adaptive control as used on the previous Quattroporte, which received a new calibration map. The steering wheel is multifunctional and available with a number of personalization options. The steering column is electrically adjustable and incorporates an electrically actuated lock mechanism. A new feature is the electrically adjustable foot pedals.

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Steering wheel

The steering wheel, multifunctional and electrically adjustable with memory function, is finished as standard in full leather. A choice of 5 different colours of leather is offered, and optionally the steering wheel rim is available with wood inserts or with carbon fibre inserts. The steering wheel incorporates various commands: for the cruise control (left side), for mobile phone and voice controls and the controls to navigate through the multifunction display of the instrument cluster (right side), controls to navigate through the MTC system on the backside of the spokes, and the horn switch which is integrated centrally behind the airbag unit. These switches are all electronically grouped together and connected to the SCCM (Steering Column Control Module) via a serial LIN line. The SCCM is installed behind the steering wheel on the steering column, and incorporates the clock spring, the steering angle sensor, the steering wheel stalk for wiper/washer control and the joystick for the steering column adjustment. Optionally, steering wheel rim heating can be requested (only available in combination with a steering wheel with wood inserts). An electric heating element is integrated inside the rim that helps warm the drivers hands in cold weather. The heated steering wheel has only one temperature setting. Once turned on, this function will operate for approximately 58 to 70 minutes before automatically shutting off. The heated steering wheel can shut off early or may not turn on when the steering wheel is already warm. The steering wheel heating is activated by the CSWM (Comfort Seats and Wheel Module) that controls the heating/ventilation functions of the front seats. If preferred, the steering wheel heating function can be activated or deactivated via the settings menu in the MTC system. Note: the engine must be running for the steering wheel heating to operate.

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Driving controls 3

Steering column with electrical adjustment

1. Electronic steering column lock (ESCL) 2. Steering column electrical adjustment

actuator

3. Collapsible steering shaft Electrical adjustment of the steering column in both reach and height with memory function is a standard feature of the new Quattroporte. An electro-mechanical actuator (DC motor and spindle mechanism) is integrated in the steering column and actuated by the SCCM. The joystick for adjustment is installed on the lower left side of the steering column. The steering column position memory is linked to the drivers seat memory. To this end the SCCM interfaces with the MSM (Memory Seat Module) via the CAN-I bus.

Driving controls

The steering shaft has a collapsible section which is designed to absorb energy and to avoid the steering wheel being projected into the cabin space in case of a strong frontal impact. Since the Quattroporte is equipped with Keyless Entry & Keyless Go functionality, the steering wheel lock is electrically actuated. The ESCL unit (Electric Steering Column Lock) is installed on top of the steering column. See the chapter Electrical Systems and Devices for more details about this system.

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Steering rack and speed-adaptive power steering

1. Power steering oil control valve 2. Belt driven power steering pump 3. Power steering fluid reservoir

4. Temperature sensor 5. Power steering fluid cooler

Specifications Turning circle between sidewalks Turning circle between walls Steering rack ratio Steering wheel turns, lock to lock Power steering hydraulic fluid 12,32m 14,28m 56mm/turn 2,74 ATF DEXRON II D LEV, SAE 10W - ATF Type A - MB 236.2 - ZF ML09/12 - Shell Donax TM

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Driving controls 5

The TRW steering rack is in aluminium throughout, and is installed on the rearmost cross member of the front sub-frame structure. The rack is developed for the specific architecture of the front suspension to enable precise geometry control which results in precision steering and sensitivity upon entry into corners. The reduced steering ratio compared to the previous Quattroporte (only 2,74 turns lock to lock) enables a level of agility which is unusual for cars of this class, while greater steering angles have reduced the turning circle. The power steering is hydraulic and uses a mechanical fluid pump that is driven by the front end accessory drive belt. An oil/coolant heat exchanger is installed in the circuit. This heat exchanger is integrated in the secondary cooling system of the vehicle, which also provides cooling for the transmission. An oil temperature sensor is installed on the exit pipe of the heat exchanger. If the temperature becomes too high, the ECM will activate the electrical auxiliary water pump of the secondary cooling circuit to increase the cooling capacity.

Driving controls

A power steering fluid temperature sensor is installed on the exit pipe of the heat exchanger.

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Speed adaptive control

The hydraulic power steering system of the new Quattroporte is speed-sensitive. The operation of this system is very similar to the system on the previous generation Quattroporte. The aim of this system is to make the steering feel comfortably light during manoeuvring and at low driving speeds, while providing appropriate road feel and consistency at higher driving speeds. The flow amount of the hydraulic fluid which is providing power assistance to the steering rack is regulated by an oil control valve installed on the steering rack. The oil control valve is commanded by the CSG module (Centralina Servo Guida power steering ECU) in relation to the driving speed.

The CSG module is fitted on the vehicles firewall, on the drivers side.

The CSG module receives a switched 12V power supply and is consequently only operational under Key On conditions, it controls the oil control valve fitted on the steering rack by means of a variable current signal (0-800 mA). The CSG module operates the oil control valve in relation to the driving speed, therefore it receives a variable frequency VSO signal (Vehicle Speed Odometer) from the ESC unit. The CSG module is not connected to the vehicles CAN network; it uses a serial K-line for diagnostic purposes. In the event of a system failure, a specific warning lamp will be activated on the instrument cluster. Activation current 0mA 800mA Oil control valve Rest position Fully activated Power assistance level Minimal power assistance Maximal power assistance

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Driving controls 7

Control logic
During parking and at low driving speeds, the solenoid valve is supplied with maximum current. This will allow more hydraulic flow and make the steering feel lighter. When the driving speed increases, the current to the solenoid valve is reduced. The amount of power assistance is consequently limited and hence increases the road feel. The system operates by means of a fixed curve, and is not affected by the selected driving mode.

Driving controls 8

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Adjustable pedal unit

Power adjustable foot pedals are standard on all LHD vehicles. For technical reasons, this feature is not available for RHD vehicles. The adjustable pedals system is designed to allow a greater range of driver comfort proportioned to the steering wheel tilt and the seat position. This feature allows the brake and accelerator pedals to move toward or away from the drivers feet. The control switch is located on the front side of the driver's seat cushion shield. Optionally available are brushed stainless steel sport pedals and left foot rest with high grip rubber inserts.

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Driving controls 9

An electric DC-motor is integrated in the accelerator pedal unit and adjusts the position of the accelerator pedal. The DC-motor is also linked by a cable to a spindle mechanism on the brake pedal assembly. Both brake and accelerator pedal move simultaneously forward or backward when the motor is operated. The electrical adjustment of the pedals is controlled by the Memory Seat Module (MSM) so that the position of the pedals is linked to the programmed position of the drivers seat.

10

Driving controls

Note: the pedals can be adjusted only with the ignition switched to OFF.

Quattroporte V8

Maserati Academy

Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

Quattroporte V8

Maserati Academy

Suspensions and wheels

Content
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Wheels and tires . . . . . . . . . . . Rim choices: . . . . . . . . . . . . Tires . . . . . . . . . . . . . . . . . . 18 collapsible spare wheel Tirefit repair kit . . . . . . . . Snow Chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 .3 .3 .4 .5 .5 .6 .6 .7 .7 .8 .8 .9

TPMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driver alerting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service Tire Pressure Monitoring System Warning Using the collapsible spare wheel . . . . . . . . . . . . . . TPMS deactivation and calibration . . . . . . . . . . . . . Tire Pressure Module (TPM) . . . . . . . . . . . . . . . . . . . Wheel units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Front suspension layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Skyhook continuous damping control system System overview . . . . . . . . . . . . . . . . . . . . System components. . . . . . . . . . . . . . . . . . Skyhook operating modes . . . . . . . . . . . . .

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Wheel geometry and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Wheel geometry values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

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Suspensions and wheels 1

Rear suspension layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Introduction
For the new generation Quattroporte, a completely new suspension layout has been developed. Maseratis chassis engineers have decided to start from scratch in order to achieve new standards in ride quality, comfort and vehicle control. The result is a completely new front suspension with a high quadrilateral layout and a sophisticated multi-link rear suspension. It is the first time that this type of construction has been applied to a Maserati car. Ample use of forged aluminium throughout the suspension design has helped to keep the unsprung masses as low as possible, while offering great stiffness. The advanced suspension system of the Quattroporte make the car perform like a GT car while giving a driving experience of comfort and ride quality at the top of its segment. The chassis is further complemented with a new generation of Skyhook adaptive damping control system with increased calculation speed and the possibility for the user to select damper settings independently from the settings for the powertrain. At last the Quattroporte is, at its launch, available with a choice of four new wheel designs, ranging from 19 to 21 inch diameter, with all cars having premium TPMS fitted as standard.

Wheels and tires

Suspensions and wheels

The new Quattroporte mounts 19 to 21 lightweight alloy rims with a choice of 4 different designs. The 19 and 20 sizes are flow formed for reduced core thickness and hence light weight with uncompromising stiffness and strength. The 20 inch Q439 rim is chosen as the standard fitment to the Quattroporte with V8 engine. The optional and impressive 21 rim is forged - this highly technological solution was adopted to emphasise light weight and styling, and indeed despite its larger size the 21 rim weighs no more than the 20 rim. The production process of a forged rim is lengthy and requires elevated skills. The advantages of a forged rim compared to a traditional alloy rim are significant: a better ratio between suspended and unsuspended masses improves the operation of the suspensions which benefits comfort, grip and handling. The choice of wheel size will influence the vehicle behaviour and feeling therefore it is recommended to follow these general guidelines: 19: oriented towards reduced fuel consumption combined with low rolling noise and driving comfort for long trips. 20: a compromise between sportiness, style and comfort. 21: light weight, style and performance.

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Rim choices:
Q431: This 19 rim is characterised by a spoke design which highlights the elegant Maserati Trident emblem. The fine grain metallic silver treatment, with the black lacquered hub cap, gives a particularly effective and refined result. Q439: 20 rim in large grain metallic anthracite; with its 7 spokes, the design is very dynamic in appearance and is contrasted by the diamond finished first surface for a touch of eclectic class; technical look and refinement are the keywords. Q433: the warm metallic anthracite tending towards bronze finishing of this 20 rim highlights the heritage of the Maserati brand. Q421: 21 forged alloy rim with "metallurgical" painted finish evokes a cold flame fluid metal, with no perceptible grain. This rim evokes sportiness and technology. Wheel code Q439 Q433 Q421 Q431 Wheel size front 8,5J x 20 8,5J x 20 8,5J x 21 8,5J x 19 Wheel size rear 10,5J x 20 10,5J x 20 10,5J x 21 10J x 19 Construction Flow formed aluminium Flow formed aluminium Forged aluminium Flow formed aluminium Standard/ Optional S O O O

Wheel size 19 20 21 18 spare tire

Front tire size 245/45 ZR19 98Y 245/40 ZR20 99Y 245/35 ZR21 96Y

Rear tire size 275/40 ZR19 101Y 285/35 ZR20 100Y 285/30 ZR21 100Y

Original fitment Pirelli/Continental/ Dunlop Pirelli/Continental Pirelli/Continental Vredestein High speed driving*** partial/full load 2,7 bar (39psi) 2,7 bar (39psi)

175/55-18 95P

Tire pressures Front pressure, all sizes Rear pressure, all sizes Spare tire

Partial load condition* 2,2 bar (32psi) 2,2 bar (32psi) 2,5 bar (36psi)

Full load condition** 2,6 bar (38psi) 2,6 bar (38psi) 2,5 bar (36psi)

(*) considering 2 passengers + luggage (**) considering 4-5 passengers + luggage (***) not for winter tires

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Suspensions and wheels 3

Tires

18 collapsible spare wheel

The spare wheel is a light aluminium 18 rim with collapsible tire which is intended for temporary emergency use only. It must be inflated to the correct pressure with the provided compressor before installation. This tire is identified by a label indicating the driving speed limitations to comply with when using the spare tire. These collapsible spare tires should not be driven faster than 80km/h (50mph). Temporary use spares have limited tread life. The spare wheel can travel a maximum of 3000km.

Suspensions and wheels

The 18 collapsible spare wheel and tire inflation kit are standard equipment for USA/Canada, Middle East and China specification vehicles. It is available on request for or other market versions.

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Tirefit repair kit

This kit is developed for a quick repair of small punctures up to 6mm and can be found underneath the luggage compartment floor. With the tire deflated, a sealing resin is injected which hardens around the point of puncture, thus blocking it. Foreign bodies (e.g., screws or nails) should not be removed from the tire, which could compromise the repair. The compressor included in the kit is then used to inflate the tire to its proper pressure, and it is possible to resume the trip. This kit will provide a temporary tire seal only, allowing to drive the vehicle up to 160km (100 miles) with a maximum speed of 90km/h (55mph). Note that the sealant has an expiry date printed on a label on the bottle. It should be replaced with a new one when expiry is due.

Follow the instructions provided with the kit when using Tirefit.

The Tirefit repair kit is only present in vehicles that are not originally equipped with an 18 collapsible spare wheel.

Snow Chains
The use of snow chains of reduced dimensions, with a maximum projection of 6mm beyond the tire tread is allowed. The chains may be fitted only on 19 driving wheels (rear wheels). With the chains fitted, it is advisable to deactivate the ESC system and a speed of 50km/h (30mph) should not be exceeded. Note that he use of snow chains is subject to the safety policies of each country. Note: the Maserati Genuine Accessories spider snow chains can be installed on 19, 20 and 21 wheel sizes.

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TPMS
The new Quattroporte is fitted as standard with premium Tire Pressure Monitoring System (TPMS) of a completely new generation. This system is much more simplified compared to the one installed on the M139 generation Quattroporte. The system is composed of 4 pressure sensors integrated in the wheel valves (wheel units) and one central TPMS receiver. The TPMS receiver decodes the radio frequency (RF) signals transmitted by each of the vehicles wheel units. The receiver uses its pre-programmed pressure thresholds to alert the driver when a wheel unit sensor detects pressure loss. The receiver uses the vehicles network to communicate any TPMS or system diagnostic messages. The receiver monitors wheel rotation and rotation direction (transmitted by the wheel units), and the received signal strength information for each sensor: this enables it to automatically determine the location of each individual wheel unit on the vehicle. Because of this, the sensors do not need to be reprogrammed after the tires are rotated or replaced. The display automatically updates with the vehicles new tire and sensor positions.

Driver alerting
The driver can read out the precise pressure values of the 4 tires at any preferred moment by selecting the right screen from the driver info display menu. If too low a tire pressure is detected in one or in more tires, the amber coloured TPMS light will illuminate in the instrument cluster and a sound will advise the driver of this condition. The instrument cluster will also display a Tire Pressure Low message and a screenshot reporting the pressure values of each tire with flashing low pressure value. After inflation to the correct pressure and once the system receives the updated tire pressures, the system will automatically update, the graphic display in the instrument panel will stop flashing, and the TPMS light will turn off. The vehicle may need to be driven for up to 20 minutes above 24km/h (15mph) in order for the TPMS to acquire and process the updated information.

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Service Tire Pressure Monitoring System Warning

If a system fault is detected, the TPMS light will flash for 75 seconds and then remain lit followed by a beeping sound. Thereupon the instrument cluster will display a Service Tire Pressure Monitoring System message for a minimum of five seconds and then display dashes (--) in place of the pressure value to indicate which sensor is ineffective. If the ignition switch is cycled, the sequence will repeat, if the system fault still persists. If the system fault no longer exists, the TPMS light will no longer flash, and the Service Tire Pressure Monitoring System message will no longer display, and a pressure value will display in place of the dashes. A system fault can occur due to any of the following: Signal interference due to electronic devices or driving next to facilities emitting the same radio frequencies as the TPMS wheel units. Installing aftermarket window tinting that contains materials that may block radio wave signals. Accumulation of snow or ice around the wheels or wheel housings. Using snow chains on the vehicle. Using wheels/tires not installed with TPMS sensors. The instrument cluster will also display a Service Tire Pressure Monitoring System message for a minimum of five seconds when a system fault related to an incorrect sensor location fault is detected. In this case, the Service Tire Pressure Monitoring System message is then followed by a graphic display with pressure values still shown. This indicates that the pressure values are still being received from the wheel units but they may not be located in the correct vehicle position. The system still needs to be serviced as long as the Service Tire Pressure Monitoring System message is displayed.

Using the collapsible spare wheel

The 18 collapsible spare wheel, if present, is for emergency use only and is not fitted with a TPMS sensor. If a wheel having its pressure below the low-pressure warning limit is replaced with the collapsible spare wheel, on the next ignition switch cycle, the TPMS light will illuminate followed by a beeping sound. In addition, the graphic in the instrument cluster will still display a flashing pressure value corresponding to the spare wheel position. After driving the vehicle for up to 20 minutes above 24km/h (15mph), the TPMS light will flash for 75 seconds and then remain lit. The instrument cluster will then display a Service Tire Pressure Monitoring System message for a minimum of five seconds and then display dashes (--) in place of the pressure value. Each subsequent ignition switch cycle, will be followed by a beeping sound, the TPMS light will flash for 75 seconds and then remain lit. The instrument cluster will then display a Service Tire Pressure Monitoring System message for a minimum of five seconds and subsequently display dashes (--) in place of the pressure value. Once the spare wheel is replaced again by a normal road wheel with TPMS sensor, the TPMS will update automatically. The TPMS light will turn OFF and the graphic in the instrument cluster will display a new pressure value instead of dashes (--), as long as no tire pressure is below the low-pressure warning limit in any of the four tires. The vehicle may need to be driven for up to 20 minutes above 24km/h (15mph) in order for the TPMS to acquire and process the updated information.

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TPMS deactivation and calibration

The new TPMS is self-calibrating. It will self-calibrate the positions of the four wheel units and the four tire pressure values if the vehicle is driven for 20 minutes between 24km/h and 120km/h. The TPMS can be deactivated if replacing all four wheels with wheel and tire assemblies free of TPMS sensors, such as winter wheel and tire assemblies. After replacing all four road wheels with wheels and tires not installed with wheel units, drive the vehicle for 20 minutes above 24km/h (15mph). The TPMS will chime, the TPMS light will flash on and off for 75 seconds and then remain on and the instrument cluster will display the Service Tire Pressure Monitoring System message and then display dashes (--) in place of the pressure values. Beginning with the next ignition switch cycle, the TPMS will no longer chime or display the Service Tire Pressure Monitoring System message in the instrument cluster but dashes (--) will remain in place of the pressure values. To reactivate the TPMS, replace all four wheel and tire assemblies (road tires) with tires fitted with TPMS sensors. Then, drive the vehicle for up to 20 minutes above 24km/h (15mph). The TPMS will chime, the TPMS light will flash for 75 seconds and then turn off. The instrument cluster will then display the Service Tire Pressure Monitoring System message. The instrument cluster will also display pressure values in place of the dashes (--). On the next ignition switch cycle the Service Tire Pressure Monitoring System message will no longer be displayed as long as no system fault exists.

Suspensions and wheels

Tire Pressure Module (TPM)

The Tire Pressure Module (TPM) or TPMS receiver is located underneath the vehicle, attached on the vehicles floor in the area in front of the fuel tank on the right hand side. This position allows a good reception of all four wheel units, without the need of using separate antennas. The TPM receives the RF-signals from the 4 wheel units and transmits the relevant tire pressure information to the instrument cluster (ICP) by the high speed CAN-C bus. In case of system faults, the NTP can be directly diagnosed with Maserati Diagnosi.

The new generation TPMS uses a single central receiver which is located underneath the vehicles floor in the area in front of the fuel tank on the right hand side.

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Wheel units
The wheel unit monitors a vehicles tire pressure and temperature whilst driving and stationary. An electronic unit inside each tire (referred to as the wheel unit) mounted to a clamp-in valve stem, periodically measures actual tire pressure and temperature. By means of RF communications, this pressure and temperature information is transmitted to an on-board receiver, the TPM. The TPM decodes the incoming RF signals, formats the data and transfers the data to the CAN-C bus within the vehicle as required. The system will also automatically detect the wheel locations of each wheel unit on the vehicle. This is achieved by the wheel unit determining side-to-side location via rotational sense detection, and the TPM determining the wheel unit front and rear locations. The wheel unit has the following characteristics: Sensors monitor tire pressure and temperature and detects wheel movement. Integrated battery with an estimated lifetime of 10 years. Automatic relearn of new tire positions after tire rotation, so no reprogramming is needed when wheels/tires are rotated. Pressure measurement accuracy of 5% in a temperature range from -40C to +100C. The Major functions, which the TPM wheel unit has to perform, are: Monitor and transmit tire pressure and temperature information. Transmit the wheel unit ID code. Determine if there are pressure variations in the wheel. Determine if the WU rotates clockwise or anticlockwise. Detect if the wheel is rotating and transmit frequent pressure, temperature and direction information. Inform the ECU of any Low Battery condition. The TPM wheel unit transmits information by radio frequency (RF) using Amplitude Modulation (AM). Two types of wheel units are used: 433MHz, for all markets except Japan. 315MHz low power version for Japan market. Each wheel unit also contains a LF (125kHz) antenna and receiver (transponder coil) to receive the localization command from the TPM if calibration is necessary. Depending on the state of the wheel unit, it will sense the actual tire pressure and temperature and then transmit the information in a specified format to the TPM. A wheel unit has three possible states: Drive mode: this mode is initiated when the wheel unit detects motion. In Drive mode the wheel unit will transmit tire pressure and temperature information, as well as its own identification code, at regular intervals (about every 60 seconds). A special state of the Drive mode is the Localization mode. In Localization mode the wheel unit will try to detect the rotation direction clockwise or anticlockwise and transmits this info to the TPM. The localization mode is activated on request of the TPM if system calibration is needed. The conditions for Localization mode are a driving speed between 20 and 120km/h. Stationary mode: the wheel unit is considered to be in Stationary mode if no motion is detected and a rest period has expired. When in Stationary mode the wheel unit does not transmit any regular information, but continues to carry out regular pressure and motion detection samples. If the wheel unit is moving then Stationary mode is exited and Drive mode is activated. Off mode: this is the mode with the lowest power consumption and is mainly used for storage and transportation before fitting to a wheel. During Off mode, the wheel unit will not transmit information. The Off mode can be exited if a tire inflation (pressure) is detected.

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Front suspension layout

Suspensions and wheels

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For the front axle, a high quadrilateral double wishbone layout has been developed. This means that the ball joint of the upper suspension triangle with the hub carrier is no longer positioned inside the wheel, as on the M139 generation Quattroporte, but above the wheel. The hub carrier, made out of forged aluminium, has a long upper section that connects to the upper triangle positioned high in the wheel arch area. This construction has a specific advantage over a traditional double wishbone design: because of the increased distance between the lower and the upper ball joints of the hub carrier, the steering axis of the front wheels, which is defined by these two points, is less influenced by the dynamic forces working on the wheel and remains more constant. Lateral stiffness of the suspension is important for handling, while longitudinal stiffness (a constant caster angle) avoids unwanted reactions during braking. This construction offers maximum kinematic rigidity while at the same time it permits more flexibility in the joints of the lower and upper triangles, which is an important factor for driving comfort. This new construction provides a more refined drive, and has been confirmed as the ideal choice for the desired driving characteristics of the new Quattroporte.

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An additional advantage of the high quadrilateral layout is that it allows for more ample steering angles. This results in a manoeuvrability that is considerably improved over the previous generation Quattroporte (reduced turning circle, despite the longer wheel base). With its physical quadrilateral architecture, carefully designing the steering angles has enabled Maseratis vehicle dynamics engineers to provide the new Quattroporte with precise, direct steering. The upper and lower suspension levers, as well as the hub carrier, are all made out of forged aluminium. A new front anti-roll bar is optimized to give great agility during cornering and to reduce body roll. The twin-tube shock absorbers are completely made out of aluminium and contain the electronically controlled CDC solenoid valves for a constant and real-time adaptation of the damping characteristics for the different road and driving conditions. The constant rate, helical springs are made of steel.

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The lower wishbones, together with the anti-roll bar, the steering rack and the lower engine mounts, are installed on a subframe that is made out of a combination of cast and extruded aluminium. To achieve maximum stiffness, an additional aluminium crossbeam reinforcement structure connects the area behind the lower wishbones with the body structure. The upper suspension levers and the shock absorbers are installed on a cast aluminium top mount dome structure that forms an integral part with the vehicles body.

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Rear suspension layout

At rear, the new Quattroporte displays a masterpiece in suspension design. The solution employed is a multi-link configuration with 4 forged aluminium bars and a fifth link made of high stress steel that at the same time acts as a spring platform. All the five links of a suspension corner operate independently of each other, as they are all individually connected both at chassis side and at wheel hub side. This construction offers the purest kinematic control of the wheel movements, and allows for a precise design of the wheel angles. Seen from above, the two upper suspension links are crossed with each other. This is a unique feature that moves the virtual steering axle of the rear wheel more inward, and optimizes the wheel angles (camber and toe) over the suspension travel. The rear toe is controlled by a fifth link of which the fixing point on the sub-frame can be positioned precisely with an adjustment bolt.

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Just as at the front, the rear suspension elements use twin-tube dampers with integrated CDC solenoid valves. An anti-roll bar is added. The rear suspensions are installed on a steel sub-frame structure which also carries the rear differential. Given the complexity of its shape, the rear hub carrier is made out of cast aluminium.

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Skyhook continuous damping control system

System overview
All Quattroporte vehicles are equipped as standard with the Skyhook Continuous Damping Control (CDC) system which has been co-developed with specialist ZF-Sachs. Damping forces for each wheel are individually controlled for the directional movements of wheels and body. Thus they always provide the best possible compensation for vehicle body movement relative to a stationary centre position. The skyhook principle keeps the vehicle body as stable as possible, independent of driving and road conditions. The control strategy seeks to calm vehicle body movement, as if the moving vehicle were connected to a hook fixed in the sky. Skyhook is an electronic damping system that noticeably increases driving safety, comfort, and dynamics by adjusting damping forces optimally for each individual wheel. A control unit calculates the requisite damping forces within milliseconds, and adjusts the shock absorbers just as quickly. Vehicle sensors monitor values such as body, wheel, and lateral acceleration, and use them to generate the ideal damping forces for each individual wheel on a continuous basis. Continuous damping control offers the following advantages: Greater safety thanks to optimized wheel damping Enhanced driving comfort and dynamics Reduced roll, pitch, and vertical motion Shorter braking distances thanks to better road contact Continuous adjustment in real time Faster steering response The system is composed of the following main components: A central Skyhook ECU, the Active Damping Control Module (ADCM) 4 shock absorbers with integrated CDC valve 3 body acceleration sensors 2 wheel acceleration sensors

System components
Shock absorbers with integrated CDC solenoid valve

Both front (image above left) and rear (image above right) damper units contain integrated CDC proportional oil control solenoid valves.

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The twin-tube front and rear shock absorbers each contain a proportional solenoid valve that forms an integral part with the damper body. It regulates the oil flow both for compression and for rebound in milliseconds and hence alters the damping characteristics. The ADCM controls each solenoid valve in current control by means of a PWM signal. An activation current of 0A (0% PWM) corresponds with the most firm damper position, while the damping characteristic softens when the current increases. At full activation of the solenoid valve (100% PWM), the current reaches a maximum of 1.8A and the damper is set in its most supple position. Wheel and body vertical acceleration sensors The wheel and body acceleration sensors are components that translate into an electrical signal (Volt) the physical acceleration input measured in proximity of the two front wheel hubs and the three selected points of the vehicles body (two at the front and one at the rear). The acceleration sensors are capacitive sensors. The wheel and body sensors are similar and differ only in their sensing range, since the accelerations recorded by the wheel sensors are higher than those measured by the body sensors. The sensors are powered by the ADCM by means of a 5V signal, and provide the ADCM with a voltage signal (0-5V) which is proportional to the acceleration measured.

Suspensions and wheels

Body vertical acceleration sensor.

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A total of three body acceleration sensors are fitted in the vehicle: two front sensors fitted on each front suspension turret (picture left) and one rear sensor which is fitted in the luggage compartment near the right hand side boot lid hinge (picture right).

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One wheel vertical acceleration sensor is fixed on each front wheel hub.

Active Damping Control Module (ADCM) The ADCM is positioned in the luggage compartment, at the right hand side. It receives and processes the signals from the 5 acceleration sensors and other dynamic vehicle information it receives via CAN (engine torque, driving speed, brake pressure, steering angle and vehicle yaw, and lateral and longitudinal acceleration values). Based on this information, the ADCM constantly and in real time assesses both the road condition and the driving style of the driver. This information together with the selected damper setting by the driver (Normal/Firm) is subsequently used by the ADCM to activate each shock absorber individually and in real time. The ADCM is connected to the high speed CAN-C bus for data exchange with other vehicle systems and for diagnostics.

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When installing a sensor, specific attention must be paid to the sensor direction which is indicated by an orientation arrow which must always be pointing upwards.

Skyhook operating modes

One of the outstanding features of the New Quattroporte is the possibility to select the damping settings independently from the other selected driving modes. A specific button for this purpose is added to the array of driving mode buttons near the gearshift selector lever. The Skyhook CDC system has 2 operating modes, which depend purely on the damper settings selection button. Selected driving mode Manual Sport I.C.E. ESC-OFF Firm damper setting off Firm damper setting on Normal (comfort) This mode is active by default after the ignition is switched to on. The dampers use a more soft mapping for a maximum absorption of irregularities of the road surface. This setting puts the focus on driving comfort. Firm (handling) The dampers use more firm mapping to benefit the cars handling. This setting, developed on the track and in extreme conditions to promote a highly sports-oriented style of driving, is characterised by reduced load transfers, both longitudinal and lateral, and reduced body movements. Normal (comfort) Firm (handling) No impact on the Skyhook operation Skyhook operating mode

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Wheel geometry and alignment

The following parameters related to the vehicles wheel geometry can be adjusted: Front toe: by loosening the track rod securing nut and rotating the track rod. Front camber: by rotating both eccentric bolts of the lower suspension lever, at chassis side. Front caster: by rotating both eccentric bolts of the lower suspension lever, at chassis side. Rear toe: by loosening the bolt of the rear track control rod at chassis side, and regulating the adjustment bolt. Rear camber: by rotating the eccentric bolt of the upper suspension link, at chassis side.

Wheel geometry values

20 and 21 wheels Load condition Tire size front Tire size rear Tire pressure front and rear Front track Rear track Toe-in front (per side) Camber front Caster front Toe-in rear (per side) Camber rear 446' 030 2,0 0,2mm 0-58' 010 245/40 ZR20 245/35 ZR21 285/35 ZR20 285/30 ZR21 2,2 bar 1634mm 0,30 0,2mm 0-28' 010 443' 030 1647mm 19 wheels 245/45 ZR19 275/40 ZR19 All liquids at correct level, full tank of fuel, no driver

The indicated values in the table above only refer to the Quattroporte with V8 engine and are correct at the moment of publication. They are intended for reference only. Always refer to the workshop manual for accurate, up-to-date values and for the correct wheel alignment procedure.

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Eccentric bolts of the front lower suspension levers allow camber and caster adjustments.

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Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

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Safety components
Content
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Airbags . . . . . . . . . . . . . . . . . . . . . . . . . Driver front airbag . . . . . . . . . . . . . . Passenger front airbag . . . . . . . . . . . Seamless bag cover . . . . . . . . . . . . . . Passenger airbag deactivation (PAD) Side bags. . . . . . . . . . . . . . . . . . . . . . Inflatable curtain bags . . . . . . . . . . . Seatbelts and seatbelt pretensioners Front seatbelt pretensioners . . . . . Rear seatbelt pretensioners . . . . . . Seatbelt alerting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 .3 .4 .5 .5 .6 .6 .6 .6 .7 .7

Impact sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Seat Track Position Sensors (STPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Occupant Restraint Controller (ORC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Additional safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Pyrotechnic power cut-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

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Safety components 1

Introduction
The New Quattroporte is equipped with a 6 airbag system to provide maximum occupant safety. At the front, the steering wheel and dashboard conceal large double-stage airbag modules with Low Risk Deployment (LRD) technology, to protect the head frontally. The chest and hips of the front occupants are protected by the side airbags integrated in the seat backrests and covered by the seat leather. The side of the head is protected by inflatable curtain bags that are mounted in the roof of the car and run from the A pillar to the C pillar on each side. The inflatable curtain bags protect the heads of the front and rear occupants against a lateral impact. The front seats are equipped with a ProTec anti-whiplash headrest restraint system by Lear, in order to reduce trauma to the occupant's cervical vertebrae during an accident. If the car suffers a rear impact, these active headrests automatically reduce the distance to the passenger's head. The front and rear three-point seatbelts are equipped with pretensioners with pyrotechnic charges and load limiters. There are two pretensioners for each of the front seats to further improve safety. The pretensioners activate in case of collision to hold the occupants securely and reduce the risk of injury.

Airbags

Safety components 2

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Driver front airbag

A double stage driver airbag with a capacity of 60L is integrated in the steering wheel. It is fixed to the steering wheel frame by two lateral bolts. The airbag unit also houses the horn switch. The double pyrotechnic charges of the front airbags are activated by the Occupant Restraint Controller (ORC) with a Delay to Fire strategy between the two stages that depends on the type and severity of the impact.

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Passenger front airbag

The front passengers airbag, also double-stage, has a capacity of 110L and uses Low Risk Deployment (LRD) technology compliant with the stringent American FMVSS 208 safety standards. The passengers airbag is designed in such a way that it will automatically adapt its shape to any possible obstacle it meets during its deployment (adult person, child, or child seat). Its intelligent inflation control design practically eliminates the risk of potential injuries caused by the bag itself. The bag has been designed with a specific shape, and has a number of carefully positioned exhaust ports. Inside the bag, a system of belts guarantees the deployment is guided in the right shape and direction. Two 50mm diameter vent holes in the bag are always open to ensure a quick deflation of the bag after its inflation. A further specific venting assembly, referred to as Passive Safe Vents is designed in such a way that if the bag deploys without contacting an object or an out of position occupant, two lateral vents will automatically close during deployment and the bag inflates fully. If on the other hand an obstacle in front of the bag would hamper its deployment, the passive safe vents stay open and the inflation gas will escape at both sides of the bag. In this way the inflation intensity is automatically regulated depending on every individual situation.

Safety components 4

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Seamless bag cover

Another challenge encountered during the implementation of the airbag system was the desire to eliminate any possible impact on the interior design, without of course compromising the systems performance. One of the requirements was to obtain a dashboard covered with full natural leather and without any visible airbag seam. The outer face of the Quattroportes dashboard does not include any indication of a tear strip, and thus has a seamless appearance. This goal was achieved by applying a new technique referred to as Skimming: a specific and well defined area in the natural leather covering the Quattroportes dashboard has been skimmed to a reduced thickness of 0,8mm (compared to around 1,2mm elsewhere). When the passengers airbag is activated, the dashboard leather will tear open in a precisely programmed way to allow the deployment of the bag. A metal guiding structure underneath the dashboard guides the initial stage of the bag deployment.

Passenger airbag deactivation (PAD)

For EU, UK, China and India specification vehicles, the passenger airbag can be deactivated by the user through the vehicle settings menu in the multifunction info display on the instrument cluster. No key-activated PAD-switch as used on the M139 generation Quattroporte is present. The deactivation state of the passenger airbag is signaled to both driver and passenger with an amber coloured warning lamp on the HVAC control panel, underneath the MTC screen. The selected state of the passengers airbag is memorized when the ignition is switched off.

Note: for reasons related to legal homologation, passenger airbag deactivation is not available on other vehicles with other market specifications.

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Safety components 5

Side bags
Side bags are integrated in backrests of front seats to protect the occupants torso in the event of a lateral impact. They are single stage and have a capacity of 14L.

Inflatable curtain bags

Drop-down type lateral curtain bags are integrated in the roof lining and provide head protection in the event of a lateral impact for both the front and the rear occupants. The inflatable curtain bags run from the A-pillar to the C-pillar and have a capacity of 35L.

Seatbelts and seatbelt pretensioners

Safety components
All seatbelts have a traditional three-point mount design with manual height adjustment for the front seatbelts. All seatbelt systems (except the drivers) include Automatic Locking Retractors (ALR), which lock the seatbelt webbing into position by extending the belt all the way out and then adjusting the belt to the desired length to restrain a child seat or to secure a large item on a seat. Seat belt pretensioners front and rear are pyrotechnic devices activated by the ORC in case an impact is detected. They reduce slack in the belt and guarantee the perfect adherence to the occupants bodies before the restraining action begins. Pretensioners work for all size occupant restraint systems, including child restraint systems.

Front seatbelt pretensioners

An enhanced safety feature has been introduced for the front passengers: double pretensioners on each seatbelt. As well as the pretensioners integrated in the seatbelt retractors (Anchor point 1), additional pretensioners are installed on the third seatbelt anchor point at the bottom of the B-posts. Both seatbelt pretensioners are activated by the airbag ECU by means of a specific double stage strategy depending on the type and the severity of the impact. In case of a frontal impact, first the anchor point 3 pretensioner will be activated in order to pull the occupant into the correct position on the seat cushion. Subsequently the anchor point 1 pretensioner is activated to pull the occupants torso against the seat backrest. The Delay to Fire time between the activations of both pretensioners is determined by the ORC and depending on a number of dynamic parameters. In this way the correct position of the occupants body on the seat is always ensured, and the airbag system is allowed to work with maximum efficiency.

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Rear seatbelt pretensioners

Pretensioners for the rear seatbelts are integrated in the seatbelt retractors. Note: the rear central seat belt (vehicles with 5-seat configuration only) is not equipped with a pretensioner.

Seatbelt alerting
Both the driver and the front passenger are reminded to use their seatbelts by a warning lamp on the instrument cluster, a specific warning message on the multifunction display of the instrument cluster and a warning chime. The warning lamp and message are activated when the ignition is switched on and the seat belts are unbuckled. When the driving speed exceeds 8km/h (5mph), a warning sequence starts by blinking the warning light and message and sounding an intermittent chime. This sequence is continued until the seat belts are fastened. For this function, belt buckle switches are used on both front seatbelts and a presence sensor is integrated in the front passengers seat cushion. The alerting for the passengers seatbelt is only active if the seat is occupied.

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Safety components 7

Impact sensors
A number of satellite impact sensors are positioned on the perimeter of the vehicles body. Together with the acceleration sensor inside the ORC module, they help to define the angle and the severity of an impact. A total of 8 sensors are used: six traditional crash sensors (two at the front and two more on each side), and two pressure sensors for advanced impact warning. All sensors are directly wired to the ORC, which also checks their integrity.

Two front impact sensors are installed on the front chassis structure left and right, behind the headlight units.

Safety components 8
A lateral impact sensor is positioned inside the B-pillar left and right.

Additional lateral impact sensors for the rear section of the vehicle are positioned in the lower part of each C-pillar, close to the rear wheel arch.

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A Piezo-electric pressure sensor for advanced impact warning is installed in each front door.

In addition to the six traditional crash sensors, there is a pressure sensor installed on the internal structure of each front door. This sensor, with integrated processor and piezo-electric element, will detect the pressure wave caused by the deformation of the exterior door panel in the event of a side impact. In the event of a lateral impact of a relatively sharp obstacle, e.g. a street light pole, a certain delay takes place between the moment of impact in the door panel and the moment the impact is transferred through the door sill structure towards the lateral impact sensors positioned on the B- and C-pillars. The pressure sensor inside the door eliminates this time delay and allows for a more rapid activation of the side bags, considerably increasing the level of occupant protection.

For correct operation of the pressure sensor, the integrity of the water shield membrane between the inner skin and the door upholstered panel is crucial. Pay attention to the correct refitting of the water shield in case service interventions on internal door parts are carried out.

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Safety components 9

Seat Track Position Sensors (STPS)

A specific sensor is installed inside the seat frame/assembly of both front seats that will inform ORC of the seat position. This allows the ORC to determine through a specific algorithm the occupants size and his or hers distance to the front airbag. This information is used to optimize the activation strategy of the dual stage front bags. The STPS are variable resistor sensors which are connected to the ORC via two wires. Note: seat track position sensors are only present on USA/Canada specification vehicles (DOM type ORC).

Occupant Restraint Controller (ORC)

Safety components

The Occupant Restraint Controller or ORC is the central ECU that controls the vehicles supplemental restraint system, i.e. all airbags and seatbelt pretensioners. It is located on the transmission tunnel, underneath the radio unit, and close to the vehicles barycenter. The ORC is connected to the CAN-C bus for data exchange with other vehicle systems and for diagnostics. It receives switched power supply from the rear PDC. The ORC uses a single hardware and single calibration software for all market specification vehicles that is capable of meeting the most stringent safety requirements worldwide. However, a dual set-up of the ORC is obtained during the End Of Line (EOL) programming, depending on the destination market of the vehicle: DOM (domestic) for USA/Canada specification vehicles. BUX (built to export) for all other vehicles.

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DOM: A DOM-ECU has an integrated Event Data Recorder (EDR) which will record conditions at the moment of an impact. This is a requirement of the American FMVSS. Receives and processes information from the STPS (Seat Track Position Sensors). No possibility for user-deactivation of the passengers airbag. BUX: No EDR No STPS Depending on the market specification, passengers airbag deactivation is possible. The DOM /BUX configuration are part of the vehicle configuration data stored inside the BCM. The ORC performs the following tasks: Evaluating the type, angle and severity of an impact based on the feedback from its integrated acceleration sensor and from the different satellite impact sensors. Defining the appropriate activation strategy for the different airbag units and pretensioners. Receiving and processing the signals of both STPS to optimize the activation strategy of the double stage front airbags (DOM ECUs only). Checking the integrity of the complete SRS system (components and wiring harness)and storing a DTC if a malfunction is detected. Activating the airbag malfunction warning lamp in case of an error. Activating the passengers airbag deactivation warning lamp, if applied (via CAN-C). Memorizing the conditions at the moment of an impact (Event Data Recorder, DOM ECUs only). Activating the pyrotechnic power cut-off in case of an impact. Activating the automatic hazard lights and the interior lights in case of an impact (via CAN-C). Activating the automatic door unlocking in case of an impact (via CAN-C).

Always make sure that the vehicles battery is disconnected before carrying out any service operations on the supplemental restraint system. This is particularly important when disconnecting or reconnecting components such as airbag units, pretensioners, or the ORC unit.

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Safety components 11

Additional safety features

Apart from the above described, the new Quattroporte offers the following safety-related features: An emergency triangle is standard equipment on all vehicles. A fire extinguisher is fitted as standard fitted for Middle East specification vehicles, and is optionally available for other vehicles. The rear seats are all equipped with ISOFIX anchorages, the universal child restraint system. A pyrotechnic device to cut-off battery power in the event of a collision.

Pyrotechnic power cut-off

A pyrotechnic cut-off device is installed on the battery positive terminal. This device can be activated by the ORC in the event of a collision and will cut-off the power to the front PDC. The power supply to the rear PDC is not affected. In this way the engine is immediately shut off and the fuel supply is interrupted during an impact, while interior systems like courtesy lights and door locking/unlocking remain available. The new Quattroporte does not have a mechanical inertia switch as used on the M139 generation Quattroporte. The complete interruption of the power supply to the front PDC will also avoid a breakout of fire as a result of a short-circuit of the wiring during the collision. After an activation, the pyrotechnic power cut-off device must always be replaced.

Safety components

Pyrotechnic power cut off switch.

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Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

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Electrical systems and devices

Content
Vehicle electric power supply . . . . . . . . Intelligent Alternator Module (IAM) . Battery . . . . . . . . . . . . . . . . . . . . . . . Power Distribution Centre (PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 .3 .3 .4

PowerNet Vehicle electronic architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Star network topology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 The PowerNet architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Gateways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Vehicle configuration data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 VIN management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Diagnostic Link Connector (DLC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Wiring and star connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Termination resistance and filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Characteristics of CAN-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 CAN-PT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 Characteristics of CAN-I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Characteristics CAN-A/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 LIN lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 K-lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Overview of nodes and ECUs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Driver commands . . . . . . . . . . . . . . . . . . . . Steering Wheel Switches (SWS) . . . . . . . . Steering Column Control Module (SCCM) Gearshift paddles . . . . . . . . . . . . . . . . . . Accessory Switch Bank Module (ASBM) . . Integrated Centre Stack (ICS) . . . . . . . . . . Infotainment systems . . . . . . . . . . . . . . Telematics Gateway (TGW) . . . . . . . . Hands-Free Module (HFM). . . . . . . . . Rear seat entertainment system (RSE) In-Car Wi-Fi hotspot . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Sound system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Premium system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 High-Premium system Bowers & Wilkins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Parking assistance system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Parking sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Video parking assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Keyless entry and keyless go system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 System overview and functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 System description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 External lighting system . . . . . . . . . Adaptive Front Lighting System. . Automatic high beam control . . . Automatic headlights . . . . . . . . . Headlights time delay . . . . . . . . . LED daytime running lights (DRL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 .54 .57 .57 .57 .58

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Electrical systems and devices 1

Driver instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Instrument Panel Cluster (IPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Analogue clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Tail lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58 Wiper-washer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Wipers service position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Rear view mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Interior comfort and functionality systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front seat adjustment and memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front seat heating and ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear seat heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear seat adjustment and ventilation (4-seat configuration with comfort rear seats only) . Power windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power sunshades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power sunroof. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Night design ambient lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power sockets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Home link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heating, ventilation and air conditioning (HVAC) . . . . . . System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refrigerant circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front air distribution unit . . . . . . . . . . . . . . . . . . . . . . Rear air distribution unit (4-zone climate control only) HVAC module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 .60 .60 .60 .61 .61 .61 .62 .62 .63 .63 .64 .64 .65 .69 .71 .75 .76

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Vehicle electric power supply

Intelligent Alternator Module (IAM)
The Denso 200A alternator is installed underneath the engines right hand side cylinder bank and driven by the front end accessory drive belt. The alternator has an integrated Intelligent Alternator Module (IAM), which is an electronic voltage regulator of the intelligent type that is connected to the engine ECU (ECM) by a serial LIN line. The ECM commands the alternator charge depending on the vehicles current consumption and the battery charge condition. The ECM also activates the charge warning lamp on the IPC.

Battery

An Intelligent Battery Sensor (IBS) is integrated in the negative battery terminal clamp. The IBS constantly monitors the state of charge and the health condition of the battery. The IBS is connected to the BCM by means of a serial LIN-line. A pyrotechnic device is installed on the positive battery clamp to cut-off the power supply to the front PDC in the event of an accident. This device is controlled by the ORC. See chapter Safety Components for more details. Sleep current The vehicles current draw when in complete sleep mode is < 20mA.

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Electrical systems and devices 3

The 12V 100Ah 800A lead-acid battery by Fiamm is installed under the luggage compartment floor, on the right hand side. The battery is maintenance-free.

Battery disconnection After the vehicles battery has been disconnected and reconnected, the following operations should be carried out: Ignition On/Off cycle for throttle valve self-learning. Configure the date and time setting in the MTC. This is only necessary if the date and time is set in manual mode. When automatic mode is selected, the system will recover the date and time information from the GPS signal. Perform an activation/deactivation cycle of the EPB by using the EPB lever on the central console. Perform an opening/closing cycle of the electric window lifters*. Perform a lifting/lowering cycle of the rear lateral sunshades*. Perform a full stroke forward/rearward movement of the drivers seat*. Note: the operations marked with (*) are needed at the moment of starting production of the new Quattroporte. Future software developments may make these operations redundant.

Power Distribution Centre (PDC)

Electrical systems and devices

A Power distribution centre (PDC) is a central location for fuses and relays that contains no internal logic or control modules. The Quattroportes electrical system has two PDCs, a front PDC is located in the engine bay and a rear PDC is installed near the battery beneath the luggage compartment floor. The split of the power distribution in two PDCs allows for more fuses, enabling wire section reductions.

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Some relays and fuses are hard wired to the PDC. See the technical documentation for the location of fuses and relays.

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PowerNet Vehicle electronic architecture

Star network topology
For the new Quattroporte, a completely new style of communication architecture called PowerNet is implemented. The layout, architecture, and most modules are new compared to the Florence architecture as used on the M139 generation Quattroporte. PowerNet, just like the Florence system, is based on a number of CAN-bus systems, but the architecture is new. One of the most significant differences is the adoption of a star-type network topology as opposed to the backbone topology used on the Florence systems. What differentiates a star network from a more traditional backbone network is that all modules, called nodes, are connected to a centrally located point, referred to as the star connector. Each node has an individual connection point to the bus so a possible interruption in bus for a certain node does not affect the other nodes. Also, star configuration provides an easier method to troubleshoot network communication faults through the use of simple connection points for all nodes on the bus.

A backbone type bus topology (image above left) against a star type bus topology (image above right).

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Electrical systems and devices 5

The PowerNet architecture

PowerNet was needed because as technology improved module location and diagnosis became critical. The PowerNet system has a new mid-car-mounted Body Control Module (BCM) which acts as a main gateway, allowing for reduced circuit lengths. PowerNet uses two main bus systems: CAN-C (Chassis) and CAN-I (Interior) which both use a double star topology. This means that each bus has two central star points that are linked to each other and to which a number of nodes are connected. The BCM acts as the gateway between both buses. Additionally, a CAN-A/T (Audio/Telematics) bus is implemented that connects a number of nodes of the vehicles infotainment system. The radio and navigation system head unit acts as a Telematics Gateway (TGW) between CAN-I and CAN-A/T. CAN-A/T does not use a star topology. PowerNet comprises the following components: CAN-C and CAN-I buses, made of twisted-pair wiring and using a star topology. 4 star connectors in total, two for CAN-C and two for CAN-I. CAN-A/T dedicated to audio and telematics systems. CAN-PT (Powertrain): a private bus for the transmission and the electronic shifter module system. Two gateways, a main gateway (BCM) and a telematics gateway (TGW). Multiple nodes. Two Power Distribution Centres (PDC), one in the front and one at the rear of the car. Several dedicated LIN-lines. The 16-pin EOBD/OBD-II Diagnostic Link Connector (DLC).

Electrical systems and devices 6

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Gateways
Since the system still incorporates multiple networks, central gateway modules are needed to allow inter-network information sharing. The main gateway is the Body Controller Module (BCM). It connects the CAN-C bus to the CAN-I bus, allowing for communication between the two networks. The second gateway is the radio and navigation unit, which is referred to as the telematics gateway (TGW). It connects the CAN-A/T network to the CAN-I network. The TGW allows communication between nodes on the CAN-A/T and the nodes on the other CAN communication networks. The BCM monitors the CAN communication networks for failures and can log a network DTC (U-code) if it detects a malfunction. In PowerNet, the BCM is located centrally in the vehicle, allowing for reduced circuit lengths. The BCM controls functions such as door lock operation and lighting controls. It also contains the vehicle configuration data. Also, the BCM acts as the Master module for a number of LIN communication lines that connect to various sub-systems.

The BCM or Body Control Module is the central gateway in the PowerNet system.

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Electrical systems and devices 7

Vehicle configuration data

In the PowerNet system, the BCM contains the vehicle build configuration data. The vehicle configuration data, formerly known as Proxi, is a file of 32 data strings that is programmed into the BCM at the factory (EOL programming) or in the workshop by a specific procedure with Maserati Diagnosi. They contain specific data that are related to the vehicles specifications and equipment. The vehicle configuration data is unique for every car, and are needed for the correct operation of many of the vehicles systems and components. With the ignition on, the BCM constantly distributes the configuration data on the CAN-C and CAN-I busses for the other vehicle nodes that need these data for their correct operation. This means that there is no longer a Proxi alignment procedure as used on the Florence system needed. To further facilitate servicing the BCM, a backup copy of the vehicle configuration is stored in the Radio-Frequent Hub (RFH). In case the BCM is replaced, the new BCM can learn the configuration data from the RFH by switching the ignition to RUN for 15 seconds. If both the BCM and the RFH are replaced, the vehicle configuration must be programmed into the BCM by using the MD.

VIN management
Other than being punched on the chassis beam, the VIN is electronically stored inside the vehicle. The Master of the VIN is the ECM, which puts it onto the CAN bus by means of a constantly repeating message. The VIN is used by the BCM to check the validity of the configuration data, and by the RFH to verify the vehicle identification.

Electrical systems and devices

If the ECM is replaced, the VIN must be written by using a specific procedure with the MD.

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Diagnostic Link Connector (DLC)

A 16-pin EOBD/OBD-II diagnostic link connector (DLC) is located underneath the dashboard on the drivers side. It can be directly accessed without opening a lid or removing any panels. As opposed to the Florence system, the DLC is a stand-alone connector and it is not integrated in a node. The CAN-C and CAN-I networks have terminals located in the DLC. Diagnostic tests for CAN-C and CAN-I, such as network voltage and resistance measurements, can be performed directly at the DLC. The DLC is also populated with a serial K-line that serves as the diagnostics line for the power steering control unit (CSG). The audio and telematics network CAN-A/T does not have terminals in the DLC. Diagnostic information of the CAN-A/T nodes is collected by the TGW and transmitted over the CAN-I bus.

As an important distinction to the Florence system, in PowerNet, Maserati Diagnosi has the ability to wake up the vehicles electronic system by sending a wake-up command to the BCM. This is needed to go in diagnosis mode or to enter the key programming procedure if no valid key fob is available.

The DLC can be used as an easy access point for measuring the CAN lines with a DMM or with the PicoScope. Always make sure the vehicles battery is disconnected when performing a resistance check of the CAN bus!

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Wiring and star connectors

PowerNet star connector.

The star topology uses specialized connectors that contain only the two communication network wires for CAN (+) and CAN (-). The star topology gets its name from the fact that the network wiring for individual modules originates from a central point. The star connectors are composed of a single main connection hub with multiple connectors plugged into it. Each star connector contains the CAN (+) and (-) circuits that connect each node to the star connector. A CAN bus typically uses a twisted pair of wires. For the CAN-C bus the wire colours are brown (+) and green (-). For CAN-I the wire colours are white (+) and blue (-).

Electrical systems and devices

The CAN-C and CAN-I networks use a dual-star configuration. This means that each network has two star connectors, one front and one rear, for a total of 4 star connectors in the vehicle. This solution is implemented to reduce wiring length, as every node is linked to the closest connector. The front connector of the CAN-C bus is located close to the BCM, while the front connector for CAN-I is positioned against the firewall, in the area behind the glove box compartment and close to the passengers airbag connector. The rear connectors of both busses are positioned on the chassis cross beam in the rear passengers foot area. Each star connector has an additional circuit that connects it to ground. This circuit is used to reduce stray voltages over the communication network circuits and protect each star connector from electromagnetic interference. The three-wire connector also links the star connector to the DLC and to the rear star connector on the same network.

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The front star connector of the CAN-C network can be accessed by removing the BCM cover in the front passenger foot area.

The rear star connectors of the CAN-C network is located in the rear passengers floor area on the right hand side.

The rear star connector of the CAN-I network is located in the opposite position, in the rear passengers floor area on the left hand side. The CAN-C and CAN-I star points can be easily distinguished by the wire colours.

The star connector is a unique component and makes diagnosis easier to perform. It is positioned for easy access. Each node can easily be isolated from the bus by unplugging it from the star connector. This makes troubleshooting of CAN faults considerably easier to perform.

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Termination resistance and filters

The star connectors contain the network termination resistors for the CAN-C and CAN-I buses. On a dual-star connector configuration, each star connector termination resistance individually measures 120 Ohms, but the total circuit resistance measures 60 Ohms because the star connectors are wired in parallel. Since the termination resistors are integrated in the star connectors, there are no resistors inside the nodes. Every node connected to the bus has a high internal resistance (more than 50 kOhms) to avoid affecting the total bus resistance. Dedicated, twisted-pair circuits connect both star connectors together on a dual star connector bus. The CAN-C and CAN-I star connectors also contain an integrated electronic filter for each module circuit. The filters serve two purposes: As the network voltage changes from high to low and back, small voltage spikes occur. The spike is similar to the voltage feedback in a coil circuit when the coil is turned off. These voltage spikes are called reflection. The filters reduce reflection that may corrupt network messages. If a network circuit is open, the wire can act as an antenna for electromagnetic interference. The filters help prevent electromagnetic interference from corrupting messages on the network.

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Characteristics of CAN-C
The CAN-C communication network used on PowerNet is very similar to the C-CAN bus of the Florence system. The biggest difference lies in the fact that a star network topology is used. The data speed is identical at 500kbit/s, which makes it a high-speed CAN bus. The voltage levels and termination resistance specifications are the same.

Two star connectors with integrated termination resistors, the DLC, multiple nodes, and a twisted pair of copper wires make up the CAN-C network. The BCM is the main central gateway for CAN-C, allowing information to pass directly between CAN-C and CAN-I. The wire colours are brown for CAN-C High (+) and green for CAN-C Low (-).

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Voltage Levels When using a DMM to measure network voltage levels on CAN-C, the voltage specifications for a normally operating bus are the same as the C-CAN bus of the Florence system. The idle voltage is 2.5V, with CAN-C (+) being pulled to 3.5V and CAN-C (-) pulled to 1.5V when active. When the CAN bus goes to sleep mode, both lines drop to 0V. Keep in mind that these readings can be taken at the DLC, or by back-probing the CAN-C (+) or CAN-C (-) circuits at any other connector in the CAN-C communication network. Termination resistance Optimal total circuit termination resistance on the star communication network CAN-C is 60 Ohms, with all termination resistance located in the star connectors. Two star connectors are used in the PowerNet CAN-C network, with each star connector incorporating a single 120Ohm resistor. Parallel wiring allows the total circuit resistance to be 60 Ohms. Measurements can be taken at the DLC for both buses. Ensure the vehicle battery is disconnected for accurate resistance readings. Typical fault characteristics PowerNet CAN-C fault tolerance is similar to that of Florence C-CAN. Depending on the type of fault, loss of communication can occur and codes may be stored in individual nodes. Intermittent faults result in stored DTCs (U-codes) in multiple nodes, even though the nodes are currently communicating on the bus. When a fault is present on PowerNet CAN-C, expect similar fault symptoms to those of Florence C-CAN, such as a no-start condition, several warning lights on or blinking, and U-codes stored in multiple nodes.

Electrical systems and devices

CAN-PT
CAN-PT (CAN Powertrain) is a private, dedicated CAN line between the Transmission Control Module (TCM) and the Electronic Shifter Module (ESM). Both these nodes also communicate with each other over the CAN-C bus; CAN-PT is a backup bus on which the same information is repeated. The data speed and voltage level of CAN-PT is identical to CAN-C.

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Characteristics of CAN-I
CAN-I or CAN-Interior is the second main bus of the vehicle, comparable to B-CAN of the Florence architecture. However, its characteristics are significantly different. Just like CAN-C, CAN-I uses a dual star topology with two star connectors. The bus is made of a twisted pair of wires that are colour-coded white for CAN-I (+) and blue for CAN-I (-). The Data speed of CAN-I is 125kbit/s. Although it is slower than CAN-C, it is still classified as high speed CAN.

CAN-I is made of the following components: a twisted pair of copper wires, two star connectors with integrated termination resistors, the BCM as gateway to CAN-C, the TGW as gateway to CAN-A/T, multiple nodes and the DLC.

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Voltage levels Network voltage levels measured with a DMM on CAN-I bus are the same as on CAN-C. The idle voltage is 2.5V, with CAN-I (+) being pulled to 3.5V and CAN-I (-) pulled to 1.5V when active. Sleep voltages and characteristics are the same as CAN-C. Modules continue to provide their own bias to the network to alter voltage levels for message transmission. Termination resistance Optimal CAN total circuit termination resistance continues to be 60 Ohms. Each star connector contains two 60-Ohm resistors in series. Parallel wiring allows for the total circuit resistance to be 60 Ohms. The CAN-I total circuit resistance can be measured at the DLC. Ensure the battery is disconnected for accurate results. Typical fault characteristics CAN-I fault tolerance is similar to that of the CAN-C network. Most module or circuit faults cause complete loss of communication on the network. Intermittent faults typically result in loss of communication DTCs stored in multiple modules. When a fault is present on CAN-I, expect fault symptoms such as the windshield wipers operating continuously and U-codes set in multiple nodes. Bus wake up messages CAN-I can wake the bus when certain modules on the bus receive a direct or wireless input.

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Characteristics CAN-A/T
CAN-A/T is a new network introduced to separate the audio and telematics modules from the CAN-I bus. It is similar to CAN-I in all ways except architecture and gateway. The radio is the gateway for the CAN-A/T bus and allows communication between CAN-A/T and CAN-I. It is referred to as the Telematics Gateway or TGW. CAN-A/T has a backbone topology, which means that the bus resembles non-star communication architecture. CAN-A/T does not connect directly to the DLC. Audio system modules, including the TGW, amplifier (AMP), integrated centre stack (ICS), and hands free module (HFM) make up the CANA/T system. The ICS functions as a touch-screen control panel, and possesses all the controls for the radio and for vehicle settings, and redundant controls for the HVAC module. The ICS is a separate module from the radio/TGW. The radio/TGW is located behind the HVAC control panel and the ICS on the centre dash. CAN-A/T is wired together using a twisted pair of insulated copper wires and consists of a CAN (+) and CAN (-) circuit. Wire colours are yellow for CAN-A/T (+) and grey for CAN-A/T (-). Maserati Diagnosi allows access to the TGW for diagnosis via the CAN-I network. The various other modules on the CAN-A/T network communicate with the TGW. The TGW interprets this data, and places it on the CAN-I network for Maserati Diagnosi.

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Voltage levels and termination resistance Network voltage levels and data speed on the CAN-A/T bus are the same as the CAN-I bus. The idle voltages are approximately 2.5V, with CAN-A/T (+) being pulled to 3.5V and CAN-A/T (-) pulled to 1.5V when active. Sleep voltages and characteristics are also the same as CAN-C and CAN-I. Modules continue to provide their own bias to the network to alter voltage levels for message transmission. CAN-A/T differs from CAN-C and CAN-I due to the fact it does not use star connectors. Optimal total circuit termination resistance is still 60 Ohms, similar to CAN-C and CAN-I, but the two 120-Ohm termination resistors are located within the dominant modules. The two dominant modules on the bus containing termination resistances are the TGW and the ICS. Typical fault characteristics CAN-A/T fault tolerance is similar to that of CAN-I bus network. Shorts of any kind may result in loss of communication with the entire network. When a fault is present on CAN A/T, expect loss of function within the audio system and loss of communication DTCs stored in multiple modules. If the CAN-A/T network has a fault, MD can access the TGW for troubleshooting.

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LIN lines
LIN or Local Interface Network is a single-wire, serial communication line that is used for certain vehicle sub-systems. LIN is a more simple communication bus compared to CAN, and uses a protocol similar to a K-line. It has no twisted pair wiring or termination resistors. The data transmission speed on a LIN line is slow (20kbit/s), and the idling voltage level is 12V, dropping to 0V when there is activity on the line. Usually a LIN line has only two users, of which one acts a master. In some cases more users can be connected to the same LIN line. PowerNet uses several LIN lines, with the BCM, ECM, RF-Hub, AFLS and SCCM acting as master modules. The PowerNet system of the new Quattroporte uses the following LIN lines: Between the ECM and the intelligent alternator module (IAM), and the auxiliary water pump (AUWP). Between the BCM and the intelligent battery sensor (IBS), and the accessory switch bank module (ASBM). Between the BCM and the humidity sensor, the light and rain sensor module (LRSM) and the combined electro-chromatic mirror module (ECMM) and automatic high beam module (AHBM). Between the BCM and the analogue clock. Between the RF-Hub and the keyless ignition node (KIN). Between the RF-Hub and the electric steering column lock (ESCL).

K-lines Electrical systems and devices 19

K-line is a serial communication line similar to LIN. It is sometimes referred to as an ISO 9141 communication line. The new Quattroporte uses two K-lines: For diagnosis of the speed adaptive power steering module (CSG). Between the Intrusion Transceiver Module (ITM) and the alarm system siren unit.

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Overview of nodes and ECUs

ADCM (Active Damping Control Module) Also known as Main functions Equivalent in M139/M145* Location in the vehicle Connected to Diagnosis Power supply Notes (*) added for a better understanding only. The characteristics and functionality of the module does not necessarily correspond completely to its equivalent module used in the M139/M145 generation vehicles. AFLS (Adaptive Front Lighting System) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Controls the headlights swivelling and levelling functions NFA (Nodo Fari Addattivi) In the front passengers foot area CAN-C, AHM-RT and AHM-LT via a LIN line Self-diagnosis Skyhook Controls the Skyhook continuous damping control system NCS (Nodo Controllo Sospensioni) In the luggage compartment, at right hand side CAN-C Self-diagnosis Permanent, from rear PDC

Electrical systems and devices

Diagnosis Notes

AHM-LT (Auto Headlight Module, Left) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes AHM-RT (Auto Headlight Module, Right) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes Activates the level and swivel functions of the right headlight NFA (Nodo Fari Addattivi) Underneath right hand side headlight (integrated in unit) AFLS via a LIN line By the AFLS Activates the level and swivel functions of the left headlight NFA (Nodo Fari Addattivi) Underneath left hand side headlight (integrated in unit) AFLS via a LIN line By the AFLS

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AMP (Amplifier) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Sound amplifier for in-board audio system DSP (Digital Signal Processor) In the luggage compartment, at left hand side CAN-A/T By the TGW Permanent, from rear PDC Exists in two variants: 8-channel for the standard audio system, 16-channel for the optional Bowers&Wilkins audio system

ASBM (Accessory Switch Bank Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes AUWP (Auxiliary Water Pump) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes BCM (Body Control Module) Main functions Central gateway in PowerNet Controls a number of body functions and acts as a master for a number of slave modules NBC (Nodo Body Computer) In the front passengers foot area CAN-C, CAN-I, LIN lines Self-diagnosis Permanent, from rear PDC Is the master for the vehicle configuration data Activates the auxiliary water pump Integrated in the auxiliary water pump, fitted on the front subframe ECM by a LIN line By the ECM Can also activate the cooling fan Groups the driving modes switches On the central console, near the gearshift selector BCM via a LIN line By the BCM

Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes

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Clock Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Analogue clock on centre dash Analogue clock On dashboard BCM by a dedicated LIN line By the BCM Permanent, from rear PDC No manual adjustment

CRSM (Comfort Rear Seats Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes CSG (Centralina Servo Guida) Controls the rear seat heating and ventilation functions Underneath the rear left seat CAN-I Self-diagnosis Switched, from rear PDC

Electrical systems and devices

Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes

Controls the speed adaptive power steering CSG (Centralina Servo Guida) In the drivers foot area, on the firewall K-line for diagnosis Self-diagnosis Carry-over from M139

CSWM (Comfort Seats and Wheel Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Controls the front seats heating and ventilation functions and the steering wheel rim heating Underneath the passengers seat CAN-I Self-diagnosis Switched, from rear PDC

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DDM (Driver Door Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes DMRL (Door Module Rear Left) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes DMRR (Door Module Rear Right) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes DSM (Door Switches Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes Groups the switches for window and mirror controls on the drivers door On the drivers door panel, integrated in the switch pack DDM via a dedicated LIN line Via the DDM Controls all right hand side rear door electric functions CAN-I Self-diagnosis Controls all left hand side rear door electric functions Inside the left hand side rear door panel CAN-I Self-diagnosis Controls all drivers door electric functions NPG (Nodo Porta Guidatore) Inside the drivers door panel CAN-I Self-diagnosis

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Inside the right hand side rear door panel

ECM (Engine Control Module) Also known as Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Bosch Motronic MED17 Controls engine operation and engine diagnostics NCM (Nodo Controllo Motore) In the engine bay, behind the right suspension tower CAN-C Self-diagnosis Permanent, from front PDC Is the master for the VIN

ECMM-AHBM (Electro Chromatic Mirror Module - Automatic High Beam Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Controls the internal electro-chromatic rear view mirror and the integrated camera for high beam control Integrated in the interior the rear view mirror support BCM via a LIN line By the BCM Switched, from rear PDC

Electrical systems and devices

EPB (Electric Parking Brake) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes ESC (Electronic Stability Control) Also known as Bosch ESP 9 Controls anti-lock brakes and electronic vehicle stability systems NFR (Nodo Frenante) In the wiper cowl, at the left hand side CAN-C Self-diagnosis Permanent, from front PDC Contains integrated yaw and acceleration sensors Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Operates the electric parking brake NPB (Nodo Parking Brake) On top of the rear sub-frame CAN-C Self-diagnosis Permanent, from rear PDC

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ESCL (Electronic Steering Column Lock) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes ESM (Electronic Shifter Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes HFM (Hands Free Module) Inform the TCM of the drivers shift actions On the central console CAN-C , CAN-PT Self-diagnosis Permanent, from front PDC Operates the steering column lock On top of the steering column RF-Hub via a dedicated LIN line By the RF-Hub Permanent, from front PDC

Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes HUM-Sensor (Humidity Sensor) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes

Integrated in NIT Underneath the dashboard, at drivers side CAN-A/T By the TGW

Windscreen demisting activation On the windscreen, near the rear view mirror support BCM via a LIN line By the BCM

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Main functions

Bluetooth and vocal command interface unit for hands-free telephone connection

HVAC (Heating, Ventilation and Air Conditioning) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes HVACR (Heating, Ventilation and Air Conditioning Rear) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Controls the rear HVAC system On the central console, integrated in the rear HVAC control panel CAN-I Self-diagnosis Permanent, from rear PDC Only for vehicles with the optional 4-zone climate control system Controls the HVAC system NCL (Nodo Clima) Behind the dashboard, near the blower motor CAN-I Self-diagnosis Permanent, from rear PDC

Electrical systems and devices

IAM (Intelligent Alternator Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes IBS (Intelligent Battery Sensor) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes Monitors the state and the charge condition of the battery On the negative battery clamp BCM via a LIN line By the BCM Controls the alternator charge Integrated in the alternator ECM by a LIN line By the ECM -

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ICS (Integrated Center Stack) Also known as Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes IPC (Instrument Panel Cluster) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Groups driver instruments and multifunction display NQS (Nodo Quadro Strumenti) Integrated with the driver instruments CAN-C Self-diagnosis Permanent, from rear PDC Is the master for the vehicle mileage, contains the vehicles service counter and service history MTC screen Touch-screen user interface for audio, navigation, telematics, HVAC and vehicle set-up controls Integrated in the centre console CAN-A/T By the TGW

ITM (Intrusion Transceiver Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes KIN (Keyless Ignition Node) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Electronic button for ignition and engine start On the dashboard, at drivers side To RF-HUB via a dedicated LIN line By the RF-Hub Permanent, from rear PDC Alarm system module with integrated tilt sensor CAV (Centralina Alarme Volumetrico) Inside the roof console CAN-I Self-diagnosis

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LRSM (Light and Rain Sensor Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes MSM (Memory Seat Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes ORC (Occupant Restraint Controller) Controls the adjustment and memory for drivers seat, pedals and steering column NAG (Nodo Assetto Guida) Underneath the drivers seat CAN-I Self-diagnosis Permanent, from rear PDC Incorporates the twilight and rain sensor CSP (Centralina Sensore Pioggia) Integrated in the interior rear view mirror support BCM via a LIN line By the BCM

Electrical systems and devices

Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes PDM (Passenger Door Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes

Controls the airbag system NAB (Nodo Airbag) On the transmission tunnel, underneath the radio unit CAN-C Self-diagnosis Switched, from front + rear PDC

Controls all passengers door electric functions NPP (Nodo Porta Passeggero) Inside the passengers door panel CAN-I Self-diagnosis

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PTS (Parktronics System) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes RFH (Radio Frequent Hub) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes Controls the Keyless Entry Keyless Go functionality On the rear parcel shelf CAN-C; KIN, ESCL by LIN line Self-diagnosis Memorizes the key fobs; acts as a backup for the vehicle configuration data; controls the immobilizer function Controls the parking sensors NSP (Nodo Sensori Parcheggio) In the luggage compartment, at the right hand side CAN-C Self-diagnosis Switched, from rear PDC

SCCM (Steering Column Control Module)

Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes SIREN Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes

Devioguida & NAS (Nodo Angolo Sterzo) On the steering column CAN-C, SWS by a LIN line Self-diagnosis Does not incorporate the gearshift paddles

Alarm system siren CSA (Centralina Sirena Alarme) In the left hand side front wheel arch ITM via a dedicated K-line By the ITM Permanent, from front PDC

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Main functions

Incorporates the steering column stalk and the steering angle sensor, and acts as a master for the steering wheel controls

SWS (Steering Wheel Switches) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Notes TCM (Transmission Control Module) Also known as Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes TGW (Telematics Gateway) Mechatronic Controls gearbox operation NCA (Nodo Cambio Automatico) Inside automatic gearbox, mechatronic unit CAN-C, CAN-PT Self-diagnosis Permanent, from front PDC Groups the steering wheel controls NVO (Nodo Volante) On the steering wheel SCCM by a dedicated LIN line By the SCCM

Electrical systems and devices

Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes

Controls the radio, navigation and telematics functions NIT (Nodo Info Telematico) In the central console, behind the ICS CAN-I, CAN-A/T Self-diagnosis Permanent, from rear PDC Acts as gateway between CAN-I and CAN-A/T; is the master for the date and time information

TPM (Tire Pressure Module) Main functions Equivalent in M139/M145 Location in the vehicle Connected to Diagnosis Power supply Notes Controls the TPMS NTP (Nodo Tire Pressure) Underneath the car attached to the floor, at right hand side CAN-C Self-diagnosis Permanent, from rear PDC

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Driver instruments
Instrument Panel Cluster (IPC)

The instrumentation is backlit with white light; this cold, technical light contrasts with the warm, welcoming interior, even over the other backlit controls, and makes them easy to identify and see when the interior lights are off and when driving at night. The IPC comes in a few variants depending on the vehicle specification (metric/imperial units and countryspecific warning lamps). The IPC is connected to the CAN-C bus for data exchange with other vehicle nodes and for diagnosis.

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The Instrument Panel Cluster (IPC) is an electromechanical instrument cluster containing a large analogue speedometer and rev counter, and a 7-inch TFT multifunction display for vehicle settings, trip computer, driver warning and notification. Both the analogue instruments and the multifunction display contain a large number of warning lamps. The IPC stores the vehicles mileage and responds to inputs from various modules on the vehicle, but controls no outputs except for interior lamp dimming. It also stores the vehicles start of life date and its service history.

7-inch multifunction display The multifunction display can be configured by the driver for various display modes by using the navigation buttons on the right hand steering wheel spoke. When activated, the screen is divided into different sections with menus and sub-menus, running data, warning lamps and messages. The background colour of the screen changes according to the type of message displayed: blue for normal conditions, yellow for low-critical warnings and red for high-critical warnings. A number of vehicle settings can be selected through the multifunction display, like passengers airbag deactivation (depending on the market specification), Auto park On/Off, and vehicle speed warning.

Analogue clock

Electrical systems and devices

Traditionally for Maserati, an analogue clock is placed in the centre of the dash. This clock is activated by the BCM by means of a dedicated LIN-line. The analogue clock automatically follows the time set in the MTC and has no direct adjustment.

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Driver commands
Steering Wheel Switches (SWS)
The steering wheel incorporates various commands: for the cruise control (left side), for mobile phone and voice controls and the controls to navigate through the multifunction display of the instrument cluster (right side), controls to navigate through the MTC system on the backside of the spokes, and the horn switch which is integrated centrally behind the airbag unit. These switches are all electronically grouped together and connected to the SCCM via a serial LIN line.

Steering Column Control Module (SCCM)

The SCCM comprises the following components: Steering angle sensor Clock spring Steering column stalk for wiper/washer function, turn indicators and headlight beam Joystick for the electrical adjustment of the steering column The SCCM also receives the input from the Steering Wheel Switches (SWS) via LIN, and is connected to the CAN-C bus for data exchange with other vehicle nodes and for diagnostics.

Gearshift paddles
The gearshift paddles are made of die-cast aluminium and mounted directly on the steering column. They are a standard feature for the Quattroporte with V8 engine. The paddles are hardwired directly to the TCM and can be used by the driver to manually select gears both while driving in automatic mode and in manual mode.

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Accessory Switch Bank Module (ASBM)

The Accessory Switch Bank Module (ASBM) groups an array of buttons placed next to the gearshift selector lever. The 5 buttons, which are backlit, can be used to select the driving modes and choose the driveline and handling configurations. At key on, these commands default in the normal position (not pressed); when pressed they enable different strategies as in the table below. The ASBM is connected via e LIN-line to the BCM, which accordingly informs the concerned modules of the different vehicle systems via the CAN-bus. Button Not pressed ESC active Automatic shift mode Increased Control and Efficiency mode off Normal driving mode Soft suspension setting (comfort) Pressed (LED on) ESC-Off mode Manual shift mode Increased Control and Efficiency mode on SPORT driving mode Firm suspension setting (handling)

Electrical systems and devices

ESC-OFF Manual I.C.E. Sport Dampers

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Notes on the possible combinations of the selected driving modes: The ESC-OFF mode can be activated or deactivated independently of any other driving mode. The firm suspension mode can be activated or deactivated independently of any other driving mode. I.C.E. mode and Manual mode are not compatible with each other (the selection of one mode will cancel the other mode and vice versa). I.C.E. mode and Sport mode are not compatible with each other (the selection of one mode will cancel the other mode and vice versa).

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Notes on the impact of the selected driving mode on the different vehicle systems: The ESC-OFF mode only affects the operation of the Electronic Stability Control (ESC) systems. See the chapter Braking system for more details on the operating modes. The Manual mode only affects the operation of the gearbox. See the chapter Transmission for more details on the operating modes. I.C.E. is a driving mode designed to maximize driving safety and fuel economy. It affects the operation of the engine control system, the exhaust valves and the gearbox. See the relative chapters for more details about the operation modes. Sport is a driving mode designed to enhance performance and driving pleasure. It affects the operation of the engine control system, the exhaust valves, the gearbox, and the ESC system. See the relative chapters for more details about the operation modes. The firm suspension mode only affects the operation of the Skyhook CDC system. See the chapter Suspensions and Wheels for more details on the operating modes.

Integrated Centre Stack (ICS)

The Integrated Centre Stack (ICS) is an 8.4-inch touch screen display unit through which the user can control much of the on-board equipment using the MTC (Maserati Touch Control) application. MTC includes controls for the radio, navigation and DVD player, and for the Bluetooth connection and connection to external sources like mobile phones and Apple devices. Using the Aux-in and USB sockets or the SD card reader, the user can play music, watch films or view images. The MTC controls also the HVAC system, the front seat heating, as well as their ventilation, steering wheel heating and the operation of the rear window sunshade. The MTC's menus have options for configuring the car's main settings. The system's various menus are always available from the icons displayed at the bottom of the screen. The ICS also receives the input signals from the front HVAC control panel, which is positioned just underneath it. This panel is a duplicate for the HVAC controls within MTC. The ICS is connected to the TGW by a shielded LVDS video connector. It is further connected to the CANA/T bus, and the TGW acts as the gateway between the ICS and the other vehicle systems. Diagnosis for the ICS is performed by the TGW, since the CAN-A/T bus is not connected to the DLC.

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Infotainment systems
Telematics Gateway (TGW)

Electrical systems and devices

The Telematics Gateway (TGW) by Panasonic is the central head unit of the vehicles infotainment system. It has no direct user interface but instead is commanded via the ICS. The TGW is connected to the interior CAN-I bus and also a dedicated bus for the audio and telematics systems: CAN-A/T. Other modules connected to the CAN-A/T network are the ICS, the audio amplifier (AMP) and the hands-free module (HFM). The TGW acts as a central gateway between the CAN-I nodes and the other nodes on the CAN-A/T network. The TGW has an integrated CD/DVD player and an SD-card slot at the front of the unit. The radio unit can receive traditional AM/FM radio as well as digital radio (Digital Audio Broadcasting - DAB). Two radio antennas are integrated in the rear window: one antenna for AM/FM has an amplifier positioned behind the left hand side C-pillar trim. The second antenna for FM2/DAB has an amplifier positioned behind the right hand side C-pillar trim. Both antenna amplifiers connect to the TGW. An SDARS receiver and decoder (Sirius) for USA/Canada markets is integrated inside the TGW. The navigation unit is integrated as well and uses mapping by Garmin. The antenna on the roof of the car contains the GPS antenna for the satellite navigation, as well as the antenna for the Sirius satellite radio, if present. Bluetooth wireless connectivity is provided through an external device (HFM) both for audio streaming and for mobile phoning. The TGW is further the master for the date and time, which can be recovered from GPS reception (Automatic mode) or set by the user (Manual mode). Note that because of different system specifications, the TGW unit is specific for different destination markets (USA/Europe/Japan).

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The infotainment system of the new Quattroporte has the following characteristics: AM/FM and DAB radio CD/DVD player SD card reader USB port (front) Optional rear USB port AUX-IN 3.5mm audio jack input iPod compatibility (via USB and a specific cable) Audio streaming via Bluetooth (BTSA) Sirius SDARS satellite radio (USA/Canada) GPS navigation by Garmin Bluetooth hands-free mobile phone control Rear parking camera Control via 8.4-inch touch display (MTC) and steering wheel controls Voice commands

A. main connector B. main connector (audio outputs, CAN-I, CANA/T) C. main connector (HFM, rear view camera, RSE) D. E. F. shielded AM/FM1 antenna shielded FM2 antenna

G. shielded GPS/SDARS antenna H. shielded GPS antenna I. J. L. shielded DAB antenna shielded LVDS video connector USB 2

K. USB 1

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USB and AUX-IN port A USB port can be found underneath a lid in the central armrest (USB1). It can be used for several purposes: Playing music or viewing videos or images from a USB storage device. Connecting an iPod via a specific cable. Software and map updating for the navigation unit. Saving a backup copy of personal data and settings. Saving a screenshot of the MTC display. Optionally a central rear USB port is available (USB2).

Electrical systems and devices

Navigation system software and map updating To update the navigation system software, you must have a USB mass storage device and an Internet connection. Carry out the following steps for software updating: 1. Go to www.garmin.com/Maserati. 2. Find the vehicle model and select Software Updates then Download. 3. Read and accept the terms of the Software License Agreement. 4. Follow the instructions on the Web site to complete the installation of the software update. To update the navigation system map, you must have a USB mass storage device and an Internet connection. A map update can be purchased once a year. Carry out the following steps for map updating: 1. Go to www.garmin.com/Maserati. 2. Select Order Map Updates for your unit. 3. Follow the Web site instructions to update your map. The current version of Map data can be viewed from the MTC menu: 1. Touch the Settings soft-key. 2. Touch the Map soft-key, then touch Info.

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Dealer Mode It is possible to enter a Dealer Mode of the vehicles infotainment system by simultaneously keeping pressed the following three buttons on the HVAC control panel: Temperature drivers side UP Temperature drivers side DOWN Windscreen demisting The Dealer Mode allows to read out all kind of system related data like the software and hardware numbers of the different system parts and data related to the navigation mapping. The Dealer Mode also permits to make a backup of user data and settings.

Data backup Should it be necessary to replace the TGW unit, it is possible to save a backup of the personal data and settings of the user, in order to copy them subsequently into the new unit. The following steps must be followed: 1. Insert a USB storage device. 2. Enter the Dealer Mode by pressing simultaneously front demisting and temperature UP and DOWN for the drivers side on the HVAC control panel. 3. Select Copy User Data from the menu. After replacement of the TGW unit, the Restore User Data function must be selected while the USB storage device with the previously saved data is inserted in the USB port. Save screenshot function The save screenshot function is always available, irrespective of which screen is being displayed on the ICS. This function permits the user to save a screenshot that can afterwards be viewed on a personal computer or be sent to the technical helpdesk. The screenshot is saved directly on a USB storage device which must first be connected to the USB port. The screenshot is saved when pressing simultaneously temperature UP and DOWN for the drivers side and rear window defrost on the HVAC control panel. A beep confirms that the screenshot has been saved.

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Hands-Free Module (HFM)

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Electrical systems and devices

The Hands-Free Module or HFM allows to pairing a Bluetooth device such as a mobile phone to the vehicles infotainment system. It is installed on underneath the dashboard at the drivers side, and communicates with the TGW via the CAN-A/T bus. Two microphones are also connected to the HFM, for the hands-free calling and the voice command functions; these microphones are equipped with noise cancellation technology and are located on top of the internal rear view mirror. When hands-free calling is active, the HFM receives the analogue signal from the microphone and sends it to the paired mobile phone via Bluetooth. When voice command is active, the spoken commands are converted by the HFM into CAN messages and sent to the TGW.

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Rear seat entertainment system (RSE)

A new rear seat entertainment system is optionally available on the new Quattroporte. It features two 10.2" tilting LCD displays which are installed on the chassis of the front seat backrests. Two USB ports below the screens allow the users to connect, either independently or simultaneously, external sources for reproducing photographs and audio/video tracks in the majority of formats (MPEG 1, 2, 4, WMV, Xvid, MP3, WMA, AAC, etc.). The system also has a versatile A/V-IN connection for further external devices such as videogame consoles, digital cameras, video cameras, laptops, and so on. Each of the two monitors is equipped with its own remote control and wireless headphones. In addition, the system can be equipped with a digital TV tuner. The TV tuner is available for Europe, China and Japan specification vehicles only. In case the vehicle is equipped with the rear seat entertainment system, the central RSE control unit, as well as both video screen units and the digital TV tuner (if present) connect to the CAN-A/T network for audio and telematics.

In-Car Wi-Fi hotspot

An In-Car mobile Wi-Fi hotspot connect module is optionally available on the New Quattroporte. A WLAN router with a SIM card for data transmission connects to the internet and allows wireless internet access while on the road. Different wireless devices can connect simultaneously, for example one laptop and two cellular phones. The In-Car hotspot system supports the communication formats HSDPA, UMTS, EDGE and GSM.

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Sound system
Premium system
The standard audio system of the New Quattroporte gives outstanding power and quality of sound. The system has 10 speakers and a 600W amplifier, and has been designed for the Quattroporte in collaboration with specialist supplier Harman. The architecture includes: 80mm midrange and two 25mm tweeters on the dashboard, 165mm woofer in each door and two additional 25mm tweeters in the rear doors, with a 180x250mm subwoofer on the rear parcel shelf.

High-Premium system Bowers & Wilkins

The optional Bowers & Wilkins audio system provides the highest possible standard of in-car Hi-Fi. The components, the layout of the 15 speakers, and a perfect configuration of the QuantumLogic Surround Sound required long and very demanding sound engineering studies. Each individual detail of the Bowers & Wilkins premium surround system is designed and acoustically optimised for the Quattroporte. Audio-critical speaker placement and many hours of critical listening and tuning by the best ears in the audio business resulted in a system which perfectly reproduces every nuance of the sound, with a purity and dynamic response at the highest level, for total realism and a completely new level of music enjoyment on the road. The QuantumLogic Surround Sound system processes the individual elements of the track; musical instruments, voices and the interior's reverberations are identified, separated and processed into a surround sound field which is exceptionally realistic and precise and gives a crystalline, perfectly defined audio image. The system has 15 speakers and 16 channels of Class-D amplification for a combined 1,280Watts of amplification. The style of the speakers on the doors and rear shelf is different from that of the basic system, with features that make it completely distinctive. The architecture includes a central 100mm Kevlar cone midrange and three 25mm aluminium dome tweeters at the centre and sides of the dashboard. The front doors house a 165mm woofer and 100mm Kevlar cone midrange while the rear doors mount a 165mm Kevlar woofers and 25mm aluminium dome tweeters. The rear parcel shelf has two 100mm Kevlar midranges and a 350x200mm subwoofer. The result is the best sounding audio experience yet heard in a Maserati.

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165mm CFR Woofer: 2 x 165mm in the front doors 165mm Black Kevlar Woofer: 2 x 165mm in the rear doors 100mm Yellow Kevlar Midrange: 1 x centre dashboard, 2 x in the front doors, 2 x L/R surround

25mm MMX Tweeter: 1 x Centre, 2 x on the dashboard L/R, 2 x in the rear doors 350x200mm Racetrack Sub Dual VC: 1 x on the rear parcel shelf 16-channel 1,280Watts Class-D amplifier in the luggage compartment

Standard sound system (left) versus Bowers&Wilkins sound system (right).

Electrical systems and devices

Standard sound system (left) versus Bowers&Wilkins sound system (right).

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Standard sound system (left) versus Bowers&Wilkins sound system (right).

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Parking assistance system

Parking sensors
The New Quattroporte is equipped as standard with a parking assistance system that uses 6 front and 4 rear ultrasonic sensors. The system not only uses a beep to indicate the distance between the car and any obstacles, but transmits a graphic representation of the car and the obstacles onto the multifunction display of the instrument cluster. The central unit of the system, referred to as Parktronics System or PTS, is located in the luggage compartment, on the right hand side. It is connected to the CAN-C line for communication with the instrument cluster (IPC) and for diagnosis.

Video parking assistance

The rear view parking camera, standard on the new Quattroporte, is intended to facilitate manoeuvring during reversing. A small camera is installed next to the luggage compartment release button, above the license plate. It views the area behind the car and shows the resulting video image on the 8.4 MTC display when the reverse gear is selected. The camera is connected to the TGW via a shielded wire.

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Keyless entry and keyless go system

System overview and functionality
The new Quattroporte is as standard equipped with a keyless entry and keyless go system. When the car is parked with doors locked, it is sufficient to keep the key in the pocket and to place the hand on the door handle or luggage compartment button in order to unlock the vehicle. This greatly facilitates getting into the car without the use of the remote control. The system can be optionally extended to the rear doors as well. The engine can be started by pressing the start button on the dashboard without the need to insert or turn a key. A remote ignition and engine start function is available for Middle East specification vehicles. This function replaces the external lights function of the key fob. Pressing the button at a distance of up to 150 metres turns on the engine, along with the climate control function (cooling/ heating depending on the settings) so that the cabin is more comfortable when entered. The system has the following features and characteristics: Keyless Entry: automatic door unlock when the (front) door handle is touched and a valid key fob is recognized. Easy entry optionally extendable to the rear doors. Keyless Go: ignition on and engine starting by pushing a button without needing to insert a key. Integrated immobilizer function. Power door lock by pressing a button on the external door handle. Automatic door lock after departure (user settings). Power door lock/unlock by switches ion both front door panels. Remote door lock/unlock and luggage compartment lid opening by using the key fob. Remote external lights activation for a set time by using the key fob. Remote windows opening/closing function by using the key fob. Remote panic function (USA market only). Remote engine start (up to 150m) by using the key fob (Middle East specification vehicles only). No door lock or luggage compartment lock and acoustic warning when the key fob is detected inside the vehicle or inside the luggage compartment. Manual door lock/unlock from the outside with an emergency key in case of a system failure. Manual door lock/unlock from the inside by pushing the mechanical lock button or pulling the inner door handle. The fuel filler lid lock/unlock is linked to the vehicles central locking system.

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System description
The keyless entry and keyless go system is controlled by a central base station referred to as the Radio Frequent Hub or RFH. The RFH communicates with the key fobs using both RF and LF wireless communication. The RFH has an integrated RF receiver for the remote control and uses five LF-antennas positioned at different locations in the vehicle to detect the presence of a key fob. Capacitive sensors in the front door handles and luggage compartment lid handle detect the presence of a hand and activate the key fob presence detection and validity check. The keyless go function uses a keyless ignition switch, called Keyless Ignition Node (KIN), which is placed on the dashboard and is used to switch on the ignition and start the engine. When the KIN button is pressed, the system will check the presence of a valid key fob inside the vehicle by using the LF-antennas before starting the engine. If no valid key fob is found, the engine will not start and a message on the multifunction display will warn the driver. The system further controls the immobilizer function and the electronic steering column lock (ESCL). Radio Frequent Hub (RFH) The RFH is the central unit of the system, it contains the controlling logic for the keyless entry and keyless go functions and memorizes the key fobs. The RFH is positioned on the rear parcel shelf of the vehicle, and connects to the high speed CAN-C bus and to the KIN and ESCL units via a serial LIN line. The five LF-antennas are connected to the RF-hub, as well as the capacitive door handle sensors and closing switches. The RFH also acts as a wireless receiver for the vehicle: an RF-receiver inside the RFH reacts to commands from the remote control buttons on the key fob. The RFH further contains a backup copy of the vehicle configuration data.

Should it be necessary to replace the RFH, the electronic steering column lock unit (ESCL) must be replaced as well. Both components are electronically locked and can only be replaced as a set.

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Immobilizer function The vehicles immobilizer function is managed by the RFH together with the engine ECU (ECM). The immobilizer function is based on the VIN which is stored inside both the ECM (VIN master) and the RFH. When the driver presses the KIN button to start the engine, the RFH generates a coded start message by using its stored VIN and sends it to the ECM via the CAN-C bus. The ECM subsequently decodes the received message by using its own stored VIN. The ECM will start the engine when the message is correctly decoded. By consequence, the engine will only start if the VIN of the RFH and of the ECM are matching. When a new, virgin RFH is installed in the vehicle, it will learn the VIN from the ECM at the first ignition on, and memorize the VIN without the possibility of being modified afterwards. It is therefore not possible to swap the RFH between vehicles. LF-Antennas Five LF-antennas are placed in well-defined positions inside the vehicle and allow the system to detect the presence of a key fob either inside the vehicle or in its close proximity, when the user wants to open a door or the luggage compartment lid. The five antennas are positioned in the following locations: One inside each rear door, fitted on the inside of the door upholstery panel, close to the B-pillar. One inside the front central armrest area. One inside the luggage compartment. One behind the rear bumper fascia. The door antennas and the one fitted behind the rear bumper fascia are calibrated to detect a key fob when the respective capacitive sensors are triggered. The two interior antennas (in central armrest and in luggage compartment) scan the area inside the car when the driver wants to turn on the ignition or start the engine.

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The picture above left shows the LF-antenna positioned behind the rear bumper fascia.

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Door handles with switches and capacitive sensors Capacitive sensors inside the front door handles and the luggage compartment lid handle detect if a hand is inserted and trigger the RFH to detect the presence of a valid key fob by using the LF-antennas. The push button on the front door handles can be used to close the vehicle without needing to use the remote control. Optionally, the system can be extended to the rear doors.

Key fob

Holding down the door unlock/lock buttons also raises/lowers the four windows. The key fob acts as a user identification device and every key fob has its own ID code and an integrated LF receiver/transmitter. The ID codes of the different paired key fobs are stored inside the RFH. The car comes as standard with two key fobs, but more can be added.

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The new Quattroporte has a new key, which has a body made out of solid, polished aluminium and has been styled to match the design of the car. The key fob has four remote control buttons: door lock, door unlock, luggage compartment lid opening, and external lights remote. For USA vehicles the remote lights button is replaced by a PANIC remote button: pressing this button twice sounds the horn/siren and turns on the 4 indicator lights; it is designed to call attention to the car in case of an emergency.

Mechanical emergency key A mechanical door key is can be extracted from the key fob. This key only allows to unlock the drivers door in case of a flat key fob battery or a system failure. It is not possible start the vehicle with the mechanical key. Key fob programming In order to program key fobs, it is necessary to unlock the RFH by entering its four digit PIN code. This can only be done with Maserati Diagnosi. Once the RFH is unlocked, new key fobs can be learned up to a maximum of 7 in total. The PIN code for each vehicle is stored on Maseratis main server. When entering the key fob programming menu, MD automatically retrieves the PIN code from the server after recognition of the vehicles VIN (on-line procedure). Alternatively, it can be obtained from Maseratis technical service department. There is no PIN code card provided with the vehicle.

During key fob programming, all the vehicles key fobs must be present. Key fobs that are not available during the procedure will be disabled. They can however be programmed again afterwards by repeating the procedure. Keyless Ignition Node (KIN) The Keyless ignition Node (KIN) replaces the key ignition switch of a traditional system. The KIN is conceived as an electronic push button by which the ignition can be switched on or the engine can be started, and it is placed next to the steering column. The KIN is connected to the RFH by a serial LIN line, and will trigger the LF-antennas to validate and locate the key fob when pushed. The KIN contains also a backup transponder antenna that allows for engine starting if the battery of the users key fob is flat. In that case it is possible to switch on the ignition and start the engine by pushing the KIN button by using the top part of the key fob. The top section of the key fob contains an integrated transponder.

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Electronic Steering Column Lock (ESCL) Since no mechanical key is used to turn on the ignition and start the engine, the traditional steering column lock is replaced by an electronically controlled unit, called ESCL. The ESCL unit is an electro-mechanic lock actuator that is installed on top of the steering column and is activated or deactivated by the RFH. For this purpose the RFH and the ESCL communicate via a serial LIN line. The ESCL and the RFH are electronically married to each other: the ESCL can only be unlocked by an RFH that belongs to the same vehicle, and vice versa, the RFH will only unlock the ESCL if it belongs to the same vehicle. By consequence, both components can only be replaced as a set.

Electric Steering Column Lock unit (ESCL).

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Alarm system
The New Quattroporte is fitted with an anti-theft system with alarm and immobilizer function; the passenger compartment volumetric sensors and door switches detect the door's being opened and trip the alarm siren. The alarm system is managed by the Intrusion Transceiver Module (ITM), which is incorporated in the roof console. The ITM has an integrated tilt sensor and connects to the two volumetric intrusion sensors in the roof console. The ITM is further connected to the CAN-I network and uses a serial K-line to activate the alarm siren which is located in the front left wheel arch. For the UK market only, the vehicles alarm system is complemented with a GPS tracking device.

The roof console incorporates the ITM unit as well as two volumetric intrusion sensors.

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The alarm siren unit is located in the vehicles front left wheel arch area and is connected to the ITM by a serial K-line.

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External lighting system

The Bi-xenon headlights with integrated LED DRLs have integrated Adaptive Front Lighting System (AFLS) as standard equipment which, thanks to the automatic adjustment of the headlight depth, provides an outstanding view of the road with very low dazzle for oncoming traffic. The gas-discharge (xenon) headlights operate with an electric arc saturated with Xenon gas under pressure, instead of the incandescent filament. The light produced is assuredly higher compared to traditional light bulbs, in terms of quality (brighter light) as well as of the span and positioning of the illuminated area. The full LED tail light assembly is also highly innovative; it not only provides excellent visibility but also helps define the style essential to a car of its class. The new Quattroporte's bi-xenon headlights combine technology and style with secondary functions entirely in LED. The headlight unit includes: LED daytime running lights (DRL) which offer a high degree of recognition in both day and night driving, while also acting as position lights. A Bi-xenon headlight with AFLS function for a better automatic management of the light beam, and a high pressure lens washer nozzle integrated into the headlight design. Direction indicators and LED side position lights, as well as a side reflector integrated into the headlight moulding.

1. Side reflector 2. LED side marker 3. LED DRL light

4. Headlight washer nozzle 5. LED turn indicator 6. Bi-xenon headlight

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Adaptive Front Lighting System

The new Quattroporte's headlights offer a beam control system designed specifically for motorway driving, thanks to a video camera mounted in the rear view mirror support, which automatically maximizes the depth of the beam without any need for manual high beam activation. While the camera constantly monitors the road to detect the lights of other cars, the system monitors the driving speed and style, and if the road is clear the beam depth is varied to offer the greatest depth and width of field of view, combined with the rotation of the headlights themselves during cornering. In addition to the intelligent control of the beam depth and width, there are 4 different automatic lighting distributions: for city driving, for motorway conditions, for driving in low visibility and for driving in countries where one drives on the other side of the road. Each of these modes automatically activates a strategy to best illuminate the road surface. Motorway Beam this automatic function, depending on the speed and conditions, sets the beam to a moderate position between high and low; the beam is deep, but does not cross the horizontal, and thus is not dazzling to oncoming drivers. With the beam focused on the centre of the drive lane, this mode is designed for motorways and continuous high speeds, while the steering angle swivel function is maintained. Town Beam this automatic function, which turns on at speeds below 45km/h and in the driving conditions typical of town centres, sets the beam to be wider and less deep; this means a better view of the surroundings during turns, and immediate visibility to other drivers. (Town Beam deactivates the headlight swivel function). Rain Beam (adverse weather) this function is activated when the windscreen wipers are set to continuous. The right and left beams are set to different settings to ensure optimal illumination and least reflection, which is typical of adverse weather conditions. The outer beam (sidewalk side) is set to a wider and higher beam to see and be seen at a sufficient distance, while in the centre of the road, the beam is widened and lowered to reduce reflection in the direction of travel; this also prevents dazzling oncoming traffic. (In Rain Beam mode, the steering angle based swivel function is deactivated). Touring Beam this must be activated via the MTC's menu, to invert the beam settings to suit the local drive side (left or right hand drive). The advantages offered by the AFLS system are perceptible especially in case of bad weather, fog and/or insufficient road indications owing to the broader illumination of the side zones, which are normally left in the dark, and for motorway driving. This surely increases driving safety as it offers less eye strain and increased orientation for the driver and better detection of other persons on the road sides (pedestrians, bicycle riders and motorcycle drivers). Furthermore, the projectors are suitable to prevent glare, providing optimal lighting when temporarily driving the car in a country with opposite driving side (LHD-RHD). AFLS headlight system combines the light beam with the steering angle (swivel function) and the vehicle speed to assure better visibility of the road surface when driving in a curve, steering or in the event of road deviations. The AFLS headlights, in the Rain Beam mode also operates as fog system device.

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Notes: USA/Canada specification vehicles cars are not equipped with the AFLS function, they only keep the automatic level and swivel control functions. The beam swivel function and the 4 AFLS functions may be deactivated via the MTC menu. Each time the adaptive headlight system is turned on, the headlights will perform a selfregulation cycle.

The adaptive front lighting system is managed by the AFLS module which is fitted against the firewall on the passengers side. The AFLS module is connected to the CAN-C bus for information exchange with other nodes and for diagnosis. The AFLS module receives the signals from both level sensors, attached to the front and rear suspension levers at right hand side, and commands the two headlight actuators via a serial LIN line. The two headlight actuators (Auto Headlight Module, Right and Auto Headlight Module, Left) are positioned underneath each headlight and integrated into the unit. The activation of the headlights, position lights, DRLs and indicators is managed by the BCM based on inputs from the light switches, the twilight sensor (LRSM) and the chosen system settings.

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The AFLS module is positioned against the firewall at passengers side and above the BCM.

Electrical systems and devices

The front ride level sensor is attached to the right hand side upper front suspension lever.

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The rear ride level sensor is connected to the right hand side lower rear suspension lever.

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Automatic high beam control

The system provides increased forward lighting at night by automatic high beam control through the use of a digital camera fitted behind the rearview mirror (Automatic High Beam Module or AHBM). This system detects vehicle specific light and automatically switches from high beams to low beams until the approaching vehicle or the front vehicle is out of view (Smart Beam). The AHBM is connected to the BCM via a serial LIN line. This function can be turned on or off using the MTC menu.

Automatic headlights
This feature automatically turns the headlights on or off according to ambient light intensity detected by the twilight sensor. The twilight sensor is together with the rain sensor attached onto the windscreen, in the central area behind the interior rear view mirror. This combined sensor unit is referred to as the Light and Rain Sensor Module (LRSM) and connects to the BCM via a serial LIN line. The activation logic of the head and tail lights is located inside the BCM. When the automatic headlights are activated, the headlight time delay feature is activated as well. This means the headlights will stay on for up to 90 seconds after the ignition is turned off. Note: the engine must be running before the headlights turn on in automatic mode.

Headlights time delay

This feature provides headlight illumination for up to 90 seconds (programmable) when leaving the vehicle in an unlit area. To activate the delay feature, place the ignition switch in the OFF or ACC position while the headlights are still on. Then turn off the headlights within 45 seconds. The delay interval begins when the lights switch is turned off. If the headlights or parking lights are turned on, or the ignition is placed in RUN, the system will cancel the delay. If you turn the headlights off (0 position) before the ignition, they will turn off in the normal mode. The headlight delay time is programmable using the MTC menu.

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LED daytime running lights (DRL)

Another safety, recognition and style element of the Quattroporte are the LED daytime running lights, integrated into the top of the headlight moulding. These lights are designed to offer maximum brightness and a distinctive, elegant style, both day and night. The light is uniform and white, and the visual effect is that of a constant, clean, uninterrupted light. Along with their daytime running light function, they can also be used as parking lights at a low setting. During daytime driving, if the high/low beam is off, the DRL's are on at maximum brightness. With the low/high beams on, the DRL's operate at lower power, but are still very visible. The lighting system uses the same high or low intensity LEDs, respectively, for the DRL lights and position or parking lights. DRL lights turn on when the engine is running and the shift lever is shifted out of P (Park), the headlights (0 position) and the parking brake are off. When the direction indicators are actuated, the DRL's turn off. Note: depending on different countrys regulations, DRLs may be turned on and off. The DRLs can be deactivated using the MTC menu.

Tail lights
The tail lights have been designed in order to offer maximum visibility and to have a recognizable style. These full LED light units integrate the position light function in an illuminated ring running right around the tail light itself. Inside this ring are the stop lights, the direction indicators, reversing lights and fog lights. The unit is rounded off by the outside reflector and side LED position lights. The tail lights are activated and diagnosed by the BCM.

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1. Side reflector 2. Side marker lights 3. Stop light 4. Position lights

5. Reverse light 6. Fog light 7. Turn indicator

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Wiper-washer system
The car is equipped with automatic windscreen wipers which use a rain sensor to detect the intensity of precipitation, and automatically start and controls the speed of the wipers. The automatic function can be cancelled via the MTC menu. The front windscreen wipers are fitted with heated washers hidden under the engine compartment lid. The rain sensor is integrated in the LRSM (Light and Rain sensor Module) which is fitted the windscreen behind the interior rear view mirror. The wiper and washer control logic is managed by the BCM.

Wipers service position

When the wiper arms are in their rest position, it is not possible to check or replace the blades, as they are folded under the engine compartment lid. To service the blades it is necessary to shift the multifunction lever to OFF and the ignition switch to the off position. Shift the control lever within 15 seconds to the MIST panic position (anti-clockwise rotation of the twist switch) and release. The blades are brought in a position enabling the opening of the wiper arms and change of the blades. It is possible to use the panic position for a maximum of 3 times within two minutes, corresponding to different the blades positions on the windshield. When completed bring the ignition switch in RUN: the wiper arms will reposition.

Rear view mirrors

The external rear view mirrors of the New Quattroporte are electro-chromatic type (auto dimming) with electrical adjustment, electrical defrosting, and automatic lowering when the reverse gear is selected. This last function helps the driver to see the edge of the pavement and any objects close to the side of the car when reversing. They also contain integrated LED direction indicators and a courtesy light on the surface of the glass. The position of the external rear view mirrors is memorized by the Memory Seat Module (MSM) and therefore linked to the seat memory. The interior rear view mirror is also electro-chromatic; this technology reduces the glare from following headlights to avoid dazzling the driver.

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Interior comfort and functionality systems

Front seat adjustment and memory
The front seats of the new Quattroporte are 8-way power adjustable with memory function for the drivers seat. The 8-way electric seat adjustment allows for the perfect fit in terms of height, depth, backrest and seat angle. The lumbar support, with a further 4 adjustments, is also fully electric and with its continuously adjustable supports, gives exceptional comfort and support for both the driver and passenger. The controls positioned on the seat base and are designed to follow the profile of the seat itself, thus making it easy to understand. To offer the client total flexibility in adjusting the driver's position, the pedal box also has an electrical adjustment, which rocks it up and down, thus providing the perfect fit for the lower limbs. The pedal control is positioned in the lower front area of the drivers seat. The driver seat features two memories: once the client selects his preferred seat, pedal box, steering column and external rearview mirror settings, he can save them for future convenience. The position memory functions are controlled by the Memory Seat Module (MSM) which is located underneath the drivers seat and connected to the CAN-I bus.

Front seat heating and ventilation

The front seats are equipped with seat heating and optionally with a ventilation function as well. The front seat heating can be set to two levels, selected from the MTC menu. These functions, together with the optional steering wheel rim heating, are managed by the Comfort Seat and Wheel Module (CSWM) which is located underneath the front passengers seat and connected to the CAN-I bus.

Electrical systems and devices

Rear seat heating

Rear seat heating is standard equipment (optional only for India and Middle East specification vehicles). Two levels of heating can be selected by switches positioned on the rear central console.

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Rear seat adjustment and ventilation (4-seat configuration with comfort rear seats only)
The two rear seats, upholstered in Frau leather, like the rest of the interior, enhance rear occupant comfort and give the car a highly sumptuous and elegant look. The rear passengers have ample legroom and wraparound seats with electrical seat and backrest adjustments, for a completely relaxed position. This configuration of seats includes heating and ventilation, combined with a very soft perforated leather. The controls for the rear set functions are grouped on a panel on the rear central console. The comfort rear seats are always combined with the four zone climate control system. The rear seat adjustment, heating and ventilation functions are controlled by the Comfort Rear Seat Module (CRSM) which is located underneath the rear left seat and connects to the CAN-I network.

Power windows
All electric power windows are equipped with anti-pinch control. The window lifter motor detects any mechanical resistance by monitoring the current draw and inverts the direction if an obstacle is detected. The windows have automatic opening and closing function which can be operated form the key fob remote control as well. The window lifters are controlled by the door control modules, one inside each door, that are all connected via the CAN-I bus.

A door module is located inside each of the four doors.

Power sunshades
A power sunshade for the rear window and two power rear side sunshades are part of the standard equipment for the new Quattroporte with V8 engine. The sunshades provide privacy and protect against direct sunlight. The rear sunshade can be operated via the MTC menu or via a direct control button on the rear central console. The rear side sunshades are operated via the window lifter switches. They extend from the door panel and slide against the window surface. The button has two levels of operation; the first raises/lowers the window; the second controls both, one after the other. The control logic prevents that the shade can be in raised position while the window glass is in the lowered position. The rear window sunshade is controlled by the BCM while the rear side sunshades are controlled by the rear door modules (DMRR and DMRL).

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Rear side power sunshade mechanism.

Power sunroof
To give even more light to the interior, the new Quattroporte can be fitted with a sunroof in tinted single-ply safety glass, with a manual sunshade. The roof can be tilted or opened completely; in the latter case it retracts completely into the roof of the car. The power sunroof has anti-pinch control and can also be closed from outside the car by using the key fob remote control (comfort closing). The power sunroof system is very similar to the one used on the previous generation Quattroporte. The power sunroof is a standard feature for USA vehicles and optional for other markets.

Electrical systems and devices

Night design ambient lighting

The interiors of the New Quattroporte not only feature unique styling and prestigious materials, but also use light to further enhance the look of the interior and the quality of the occupants' experience when driving in the dark. The system uses an optical fibre running along the dashboard and the doors and even in the door handle cavities and door pockets, to give the interior a modern, elegant look. The ambient lighting can be dimmed by a thumbwheel switch which is positioned next to the external lights switch. The function is managed by the BCM.

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Power sockets
A number of power sockets are available in the Quattroportes interior: One USB charging socket for mobile devices in the front central console. Two 12V power sockets for the front seats; one in the cupholder with cigar lighter and one in the armrest compartment. A 12V socket for the rear seats integrated into the armrest with cigar lighter. One 12V socket in the luggage compartment. A 115V AC power socket in rear central console (optional and for USA market only, and only in combination with the four seat configuration). One rear USB charging socket (only in combination with the four seat configuration).

Home link
This system enables the user to transfer up to three frequencies for remote controls directly in the car's instrumentation. The Home Link controls are integrated into the front roof console. Home Link is only for USA/Canada specification vehicles.

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Heating, ventilation and air conditioning (HVAC)

System overview

The automatic two-zone standard climate control system, thanks to its large air delivery via 13 ventilation ports (4 of which are at the rear) and sunlight sensor, gives outstanding performance for on-board comfort and a high level of maintaining of the selected conditions. The temperature adjustment functions, which are separate for driver and passenger, are controlled via the MTC (Maserati Touch Control), as well as via a physical control panel under the screen. Thanks to the 455 m3/h of air delivery, the system performs much better than its predecessor, cooling/heating the air much faster than before and easily maintaining the set conditions. The system is equipped with an externally controlled compressor with variable displacement with electronic control; this solution ensures that consumption is matched to the actual requirements of the climate control system. The system is controlled by a number of sensors in the car; the humidity sensor detects the humidity percentage in the passenger compartment and increases the flow from the defrosting/demisting ports when required. The sunlight sensor, on the other hand, regulates the temperature of the air issuing from the ports in relation to the sunlight and outdoor ambient temperature. Four-zone climate control (optional) The automatic four zone climate control system considerably increases on-board comfort for rear passengers. The dedicated nebulizer and two supplementary ports on the central pillars increase the air flow in the interior, and increase the performance of the system in both heating and cooling. Separate temperature control is made possible by the control panel on the rear unit, which can also be used to change the air flow distribution; the driver can also modify the climate settings with the MTC in the front of the car. The system has 15 ventilation ports, as follows: 1 demister on the windscreen, 4 outlets on the dashboard, 2 on the joint between the front pillars and upper door surround, 2 at the feet of the front occupants, 2 central ports on rear unit, 2 on the central pillars and 2 at the feet of the rear occupants.

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Refrigerant circuit

Because of the different regulations that apply in different markets, two different types of refrigerant are used. Make sure to check the correct type of refrigerant when performing maintenance or repair operations on the refrigerant system.

The refrigerant circuit of the new Quattroporte is composed of the following components: Variable displacement compressor with magnetic clutch Condenser with integrated dehydrator/filter Evaporator Thermal expansion valve (TXV) Pipework with integrated heat exchanger Low and high pressure service valves Pressure sensor on the high pressure side Refrigerant R134A or R1234yf, depending on the vehicle specification On top of this, if the vehicle has the optional four-zone climate control system fitted, the following parts are added to the system: Rear evaporator with corresponding pipework and electronically controlled TXV.

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The refrigerant circuit of the new Quattroporte is available in two different specifications, which depend on the destination markets. For vehicles sold in Europe a new type of refrigerant, R1234yf, is utilized. This new refrigerant has similar performance to the traditional R134A refrigerant, but has the advantage of a much lower environmental impact. This new refrigerant is a requirement for new vehicle homologations in Europe starting from 2013. Vehicles destined for other markets use R134A as a refrigerant. In both cases, the operation and the performances of the system are very similar, and only a few components are specific. In fact, the only physical differences between the two circuits are the high and low pressure service valves that have different shapes and dimensions to avoid mistakenly servicing with the wrong gas, and the thermal expansion valve that has a different tuning. The main system components like compressor, condenser and evaporator are in both cases identical. The refrigerant system used in the new Quattroporte is very similar to the one used in the GranTurismo and in previous generation Quattroporte models. Two new features are added: First, a pressure sensor replaces the multilevel pressure switch: the sensor provides precise system pressure information to the engine ECU (ECM). The ECM consequently activates the cooling fan and switches off the compressor depending on the system pressure (system protection). The second new feature is a small heat exchanger that is integrated in the pipework. This is achieved by making a part of the high and low pressure pipes coaxial, allowing the temperatures to stabilize over this section. The reduction of the difference in refrigerant temperature in both parts of the circuit improves the systems overall performance.

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The A/C compressor, supplied by Delphi, is of the variable displacement type with external control. The compressor is driven by the engines front end accessory drive belt and activated through a magnetic clutch. The compressors magnetic clutch is commanded by the engine ECU (ECM) through a dedicated relay. The compressor also has an integrated High Pressure Release Valve. This valve will release refrigerant into the atmosphere if the circuit pressure becomes dangerously high due to a system failure (e.g. magnetic clutch sticking). This is a safety requirement in some countries.

Front evaporator and heater matrix.

If the vehicle is equipped with a four-zone climate control system, the pipes towards the rear evaporator connect to the main circuit just before the TXV, since the rear evaporator has its own dedicated TXV.

The service valves have specific shapes and dimensions depending on the type of refrigerant used. On the illustration above right, you can see the pressure sensor (blue), installed next to the high pressure service valve, as well as the coaxial designed pipe (section on the right) that works as a heat exchanger.

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The thermal expansion valve (TXV), installed on the evaporator joint, regulates the refrigerant flow inside the circuit. Please note that two types of TXVs are used, depending on the applied refrigerant.

R1234yf Refrigerant circuit specifications Refrigerant specification Refrigerant quantity, dual zone system Refrigerant quantity, four zone system Compressor oil specification Compressor oil quantity R134A Refrigerant circuit specifications Refrigerant specification Refrigerant quantity, dual zone system Refrigerant quantity, four zone system Compressor oil specification Compressor oil quantity R1234yf versus R134A, characteristics: R134A Name Chemical composition Boiling point Tetrafluoroethane CH2FCF3 - 26,3C 1300 R1234yf Tetrafluoropropene CH2CFCF3 - 29C 4 R134A 700 20g 930 20g Idemitsu Ps-D1 120cc R1234yf 700 20g 930 20g Idemitsu Ps-D1 120cc

Electrical systems and devices

Global Warming Potential*

(*) this is a measure for the amount of heating of the atmosphere a greenhouse gas generates compared to carbon dioxide (CO2), which has a global warming potential defined as 1; the effect is calculated over a 100 year period. R1234yf is a new type of refrigerant that is proposed as a replacement for R134A in automotive air conditioning systems. The main reason for this is that it has a global warming potential that is about 330 times lower compared to R134A. The European Union is the first to impose this new refrigerant on car manufacturers, but it is now expected that the worldwide car production will use the new refrigerant by 2017. The operation and the cooling performance of systems that use these two types of gas are very similar, the cooling characteristics of R1234yf are even slightly better (due to the lower boiling point), but for the final user there will be hardly any noticeable difference. The procedures for servicing the circuit, like recycling, vacuuming and refilling, are very similar. However, both refrigerants are not compatible and different recycling equipment is needed. It is not possible to convert R134A systems to work with R1234yf, and even though compressors designed to use R1234yf can also be used for R134A, the opposite is not true.

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At the moment of writing of this manual, only vehicles destined for European countries use the R1234yf refrigerant. It is however not excluded that this new refrigerant will be introduced in other markets as well. Always check the system specifications before carrying out any service on the system.

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Front air distribution unit

The front air distribution unit houses the heater matrix and evaporator, as well as the blower motor unit, the different air mixing and distribution flaps and their stepper motor actuators, and integrated mixed air temperature sensors. The interior air is aspirated through an active carbon type air filter that can be accessed for replacement by removing a plastic cover in the engine compartment. Thanks to the 455m3/h of air delivery, the system performs much better than that of the previous generation Quattroporte. The front air distribution unit is of the two-zone type, and distributes the air into the interior via 13 vents: 9 for demisting and the front passengers, and 4 dedicated vents for the rear passengers. If the vehicle is equipped with the optional four-zone climate control system, the front unit only distributes to the 9 front vents. An additional 6 vents for the rear passengers are served by the rear distribution unit. The heater matrix of the front air distribution unit is, as opposed to the one used in the previous generation Quattroporte, of the single matrix type. No TGK valves that control the amount of coolant flow are used. In this case the two zone temperature control is regulated by the air mixing flaps.

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Electrical systems and devices

The above illustration shows some of the internal components of the front air distribution unit, like the air distribution and mixing flaps with their respective actuators, and the semiconductor type speed regulator of the blower motor (grey part on the right).

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13 air vents and a blower capacity of 455m3/h guarantee a quick an efficient air distribution in the vehicles interior.

Rear air distribution unit (4-zone climate control only)

If the vehicle is equipped with the optional 4-zone climate control system, a rear air distribution unit is located inside the central console. This is a completely independent unit and comprises the following components: Heater matrix. Evaporator with electronically controlled TXV. Brushless blower motor with integrated regulator. Air distribution flaps with electric actuators. Multiple temperature sensors. Rear HVAC control panel with integrated control module (HVACR). The rear climate control system is further complemented with the following components: Additional electric water pump. Electric shut-off valve for the rear heater circuit (Bitron). Dedicated air distribution channels with six air vents for the rear passengers.

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Electrical systems and devices

The rear unit works as a full two-zone system, with independent temperature control left and right. 4 NTC exit air temperature sensors are installed in the unit, and it distributes air to 6 vents: two centrally, two in the rear passengers foot area, and two located on the B-pillars. The rear air distribution unit operates in the same way as a traditional (front) air distribution unit. The main difference lies in the fact that the rear unit, when active, always aspirates and redistributes air from the inside the passenger compartment. There is no external air/recycle function for the rear unit. The blower motor, which is of the brushless type with integrated regulator, aspirates air from the area underneath the front seats. To obtain sufficient coolant circulation towards the heater matrix of the rear unit, an additional electric water pump is used. This water pump is positioned in the engine bay behind the engines left hand cylinder bank, and is commanded by an on/off type control. Additionally, an electric shut-off valve (Bitron valve) is installed in the circuit. This valve shuts off the coolant circulation towards the rear heater matrix if the rear unit is not used. In a similar way, the refrigerant flow to the rear evaporator is shut off by an electric valve integrated in the rear TXV. This prevents the forming of ice on the rear evaporator, and unnecessary wasted cooling capacity, if there is no cooling request from the rear.

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In the case of the optional four-zone system, two extra air vents for the rear passengers are positioned on the B-pillars. This makes a total of 15 vents; the 6 vents for the rear passengers are served by a separate distribution unit.

The rear HVAC unit is of a remarkably compact design and integrates fully inside the front central armrest.

The main internal parts of the rear air distribution unit are visible in this image: blower motor, evaporator, electronically controlled TXV, heater matrix, and 3 air flap actuators.

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An electronically controlled shut-off valve integrated in the TXV of the rear evaporator is used to close off the rear circuit if the system is switched off.

Electrical systems and devices

An electric water pump which is installed at the back of the left hand cylinder bank provides extra coolant circulation when heating performance is requested by the rear unit.

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An electrically operated shut-off valve (Bitron) is positioned on the inside of the transmission tunnel. This valve shuts off the rear part of the cooling circuit if there is no rear heating request.

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HVAC module

The main HVAC module is positioned behind the dashboard at the passengers side, fitted onto the blower motor housing. It is connected to the CAN-I bus for information exchange with other vehicle nodes and for diagnosis. The HVAC module commands the blower motor and the different air flap actuators, and sends a compressor activation request signal to the ECM via CAN. The user can select the different temperature and air distribution settings from the MTC touch display (Integrated Centre Stack or ICS), or via a separate control panel which is positioned underneath the display unit and connects to the ICS. In both cases the HVAC module receives the commands from the ICS via CAN. The HVAC module further controls the rear window heater and the heating of the windshield nozzles, via relays.

The front HVAC control panel is connected to the ICS touch screen unit. This are in fact redundant controls as the system can also be commanded from the touch screen itself. The panel also houses the hazard lights switch and the passengers airbag deactivation warning light (if applicable).

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Rear HVAC module (HVACR) The rear HVAC module (HVACR) independently controls the rear unit. It is integrated in the control panel for the rear HVAC functions. Depending on the chosen configuration, the control panel can have two different positions: in the case of the five seat configuration, the rear HVAC control panel is installed on the rear side of the front central armrest. In the case of the (optional) four seat configuration, it is installed on the rear central armrest. Just like the main HVAC module, the HVACR module is connected to the CAN-I bus for information exchange with other vehicle nodes and for diagnosis. Note: the rear HVAC functions can also be controlled by the MTC touch display.

The rear HVAC module (HVACR) is integrated in the rear HVAC control panel.

Electrical systems and devices

Sensors
The system uses the following sensors: Interior temperature sensor. Mixed air temperature sensors. External temperature information (the external temperature sensor is connected to the BCM). Two-zone sunlight sensor. Humidity sensor.

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Humidity sensor The humidity sensor is attached to the windscreen, near the external rear view mirror support. It calculates the dew point of the windscreen, and therefore the presence of damp, based on the following two parameters: The windscreen surface temperature, measured with an NTC temperature sensor attached to the windscreen. A semiconductor type air humidity sensor, this measures the level of relative air humidity inside the passengers compartment. The humidity sensor, referred to as HUM-sensor, is connected to the BCM via a LIN line. The HVAC node receives the information about the damp condition of the windscreen from the BCM via the CAN-I bus.

The humidity sensor is attached to the windscreen.

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Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

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Body
Content
Body structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Hybrid steel-aluminium design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Front suspension domes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Front subframe structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Rear subframe structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Dashboard strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Front safety structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Aerodynamic efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Body paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

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Body structure

A body in white is awaiting further finishing inside the factory.

Hybrid steel-aluminium design

The development of the body of the New Quattroporte employed lightweight materials not only to reduce the car's weight as one would expect of a high performance car, but also to ensure maximum occupant safety. The 4 doors, engine compartment lid, front wings and luggage compartment lid are in lightweight aluminium; along with its stylistic versatility, it is very lightweight, thus contributing to the reduction of fuel consumption and emissions. The structure also features magnesium components (dashboard strut), while the central floor plate reinforcements ensures exceptional torsional rigidity. The New Quattroporte's chassis has been designed to match the most demanding standards of performance and comfort. It uses a hybrid high strength steel and aluminium monocoque structure, which has resulted in a significant weight saving. The complete body of the new Quattroporte weighs 94kg less than that of the previous generation Quattroporte, despite the significant increase in size of the car. It is assembled by using 3600 welding points, 164 rivets and structural adhesives in certain areas. All body welding is performed by robots and measurement by numerical control machines. The choice to apply aluminium alloy for the front subframe structure and steel for the rear was further motivated by the aim to obtain a balanced distribution of the vehicles masses. Special attention has been given to the car's passive safety characteristics, without compromising weight and stiffness. The most important structural components, like the passenger compartment, have been designed for occupant safety. The front of the passenger compartment (pillars, sill mouldings) features hot moulded steel components, while the rear is stiffened with high strength steel. The crash bars at the front and rear are in extruded aluminium. The passive safety performance of the new Quattroporte conforms with worldwide regulations, integration of various design technologies for weight/performance optimization: integral high pressure die cast door structures; bonnet, wings and luggage compartment lid in aluminium metal sheet; front and rear cross members in extruded aluminium. The new frame is designed to satisfy the most stringent American crash standards (FMVSS208), the front structure compliant with ACEA1 pedestrian impact standards.

Body 2

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Used materials for body components Central body structure Front suspension domes Front and rear doors Bonnet Boot lid Front fenders Front subframe Rear subframe Traversal structure behind dashboard High strength steel Aluminium Aluminium Aluminium Aluminium Aluminium Aluminium High strength steel Magnesium

Safety structure front and rear Aluminium

3600 welding points, 260 arc welded studs, 164 rivets, 74 metres of sealant and a total painted surface of 38m2are some impressive numbers about the Quattroportes body.

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Body 4

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Front suspension domes

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The front suspension domes are made of cast light alloy and form an integral part of the vehicles monocoque structure. They form the attachment point of the suspension struts and house the upper suspension levers. Both domes are connected by a cross bar and they significantly increase the rigidity and stiffness in the front part of the car.

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Front subframe structure

The front subframe uses a combined structure of cast and extruded aluminium parts welded together to make a combined extremely stiff and nevertheless light unit. It is fixed to the vehicles body by 4 points and carries the two engine mounts, the lower suspension arms and anti-roll bar, and the steering rack.

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To further increase the rigidity of the vehicles chassis with a limited impact on the weight, an additional aluminium cross structure has been added. This structure connects the rear section of the front subframe with the vehicles floor plate.

Body 8

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Rear subframe structure

The rear subframe is made of rolled high strength steel welded together, and houses the complete rear suspensions as well as the rear differential. It is fitted to the vehicles body in four points through flexible bushings (not visible on the image above).

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If the rear subframe assembly has to be released from the vehicles body, it is necessary to first compress the rear springs with adequate tooling. This is needed because of the upper spring platforms are attached to the vehicles body, and they load the subframe attachment. Refer to the workshop manual for the correct procedure.

Dashboard strut

The dashboard strut is made out of cast magnesium alloy. Magnesium is lighter than aluminium and is ideal for the casting of complicated shapes. The dashboard strut connects the A-pillars to the central console and the windscreen frame. Key components in the dashboard area, such as the steering column, the HVAC air distribution unit and the passengers airbag are fixed to the dashboard strut.

Doors

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The doors are entirely made out of aluminium, assembled of different parts fabricated with different production techniques. The outer door panel is made of pressed aluminium sheet, while the inner door structure is made of high pressure die-cast aluminium. Inside each door, double intrusion protection bars are installed that are made of extruded aluminium. Thanks to this, a complete assembly has been obtained that is remarkably stiff and light. The choice of frameless door windows, other than being purely a design feature, further reduces the weight.

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A Quattroportes door assembly awaiting further finishing inside the factory. The differently produced sections are clearly visible: pressed aluminium sheet, extruded aluminium intrusion protection bars and a die-cast aluminium door frame.

Front safety structure

The following components are added for USA homologation requirements: Two vertical reinforcement bars behind the front grille: USA standards provide a test with a certain low speed impact that may not cause any structural damage to the vehicle (radiator, headlights etc. must remain intact, only aesthetic damage is allowed). On Europe specification vehicles, these bars are not present to comply with pedestrian safety regulations. Two vertical reinforcement bars behind the dashboard at knee-level at drivers side. This is specific to prevent the driver to intrude with his knees in the dashboard in case of a frontal crash while not wearing a seatbelt.

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Aerodynamic efficiency

The achievement of a maximum speed of 307 km/h and the reduction in fuel consumption of more than 20% have partly been made possible due to a significant aerodynamic study during the development of the new Quattroporte. Extensive research in the wind tunnel has optimized the air fluxes around both the cars external body and the underneath area of the car. Particular attention affected the flat bottom and the entire bodys aerodynamic performance. Due to this, the overall Cx coefficient has been set to 0.31, an improvement of 12% over the previous generation Quattroporte. Aerodynamic research is not just limited to increasing the vehicles top speed and improving its fuel economy, it plays an important role in carrying away the heat generated by the engine and transmission: leading the air efficiently towards the front radiator and the large intercoolers at each side of the vehicles front, while at the same time having a minimal impact on aerodynamic drag. Refined details like deviation flaps onto the rear suspension arms have been introduced to optimize the air flux at the rear of the car. An additional NACA air duct has been developed to force the air towards the rear differential, obtaining an improved cooling to reduce the differentials working temperature. Aerodynamics further help keeping the wind noise levels low, which is beneficial for the occupants comfort. Finally, positive results have been achieved as regards the vertical compound of the aerodynamic forces (Cz): the balance between Cz front and rear is an important factor for the vehicles stability at high speed. An improvement of 24% over the previous Quattroporte has been obtained here.

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Windows
The new Quattroporte is intended to be safe and comfortable, and it is with this in mind that also its windows have been designed to be highly technological and safe. The windscreen and rear window are supplied as standard with double laminated acoustic glass, developed in collaboration with Saint-Gobain. On average, 51% of external noise noticed in a vehicle comes in through the windscreen. Also the door windows front and rear employ the same technology of lamination and acoustic damping. This feature confirms Maseratis attention to occupant comfort. Besides this, all Quattroportes windows are athermic, with excellent heat reflecting characteristics. All this adds up to reduced external noise and excellent temperature stability, along with more robust windows, thus greatly increasing the occupants' comfort and safety.

All windows of the new Quattroporte are made of double laminated, athermic glass.

Rear privacy windows are optionally available: for total privacy, the rear door windows and rear window can be fitted with darkened glass. The Quattroporte can further be equipped with a power sunroof. This feature is fitted as standard for USA/Canada and China specification vehicles.

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Body paint
The colour range of the Quattroporte is completely new. Eight colours are available at the moment of the launch of the model: White and Black (solid), Silver (metallic), Bronze and Beige (Metallescent), Silk Black, Blue and Bordeaux (Mica). The paint code can be found on a colour identification label positioned on the underside of the engine compartment lid. See the chapter General Information. Differences between Solid, Metallic, Mica and Metallescent coating: Solid colours are solid and glossy; the effect is that of the pure colour without contrasting hues. Metallic is a colour based on aluminium pigments; its medium grain gives a technical look, with deep colours. Mica colours use paints based on mica, a mineral powder which is finer than aluminium and highly facetted; this creates reflections and gives the colour great depth. Metallescent colours are obtained from a mix of metallic and mica colours; the result is a combination of a technical look and refined colouring, which is deep and changes constantly with the light. Coating type Solid Metallic Metallescent Mica Color Black White Silver Bronze Beige Silk Black Blue Bordeaux Code Q820 Q268 Q817 Q525 Q513 Q815 Q426 Q120

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Maserati Quattroporte V8
Technical Presentation
Introduction General information V8 Engine Transmission Braking system Driving controls Suspensions and wheels Safety components

New Model Training

January 2013

Electrical systems and devices Body Glossary

Training Documentation for Maserati Service Network

Safety Notice
This publications purpose is to provide technical training information to individuals in the automotive trade. All test and repair procedures must be performed in accordance with the manufacturers service publications. All warnings and cautions must be observed for safety reasons. The following is a list of general guidelines: Proper service and repair is critical to the safe, reliable operation of all motor vehicles. The information in this publication is developed for service personnel, and can help when diagnosing and performing vehicle repairs. Some service procedures require the use of special tools. These tools must be used as recommended throughout the publications of the Maserati Service Department. Always use proper personal protection equipment (PPE) such as safety goggles, safety shoes and safety gloves when necessary. Suitable workshop attire is required when performing tests and repairs on motor vehicles. Improper service methods may damage the vehicle or render it unsafe. In this publication you may find the following symbols:

Observe this warning in RED to avoid the risk of personal injury, or damage to equipment and vehicles.

Special notes in BLACK are used to draw attention to a specific feature or characteristic.

Tips are intended to add clarity and make your job easier.

A special service tool is required to perform a specific test or repair.

Refer to the publications from the Maserati Service Department, such as workshop manuals and technical service bulletins for detailed and up to date information about a specific test or repair procedure. This publication is for training purpose only. Refer to the Technical Documentation of the Maserati Service Dept. for up-to-date, comprehensive technical information for service purposes. The information contained herein is subject to continuous updating. Maserati S.p.A. is not responsible for consequences arising from the use of out-of-date information. Even though maximum attention has been paid to the accuracy of the information contained in this publication, Maserati S.p.A. is not liable for involuntary errors or omissions in this material. For all kind of suggestions and feedback regarding Maserati training documentation, please write to editorial.academy@maserati.com

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Glossary
The following is a list of acronyms that are used in this publication: Acronym ABS ACEA ADCM AFBM AFLS AHBM AHM-LT AHM-RT ALR AMP API ASBM ASIS ASR AUWP BAS BCM BTSA BUX CAN CAN-A/T CAN-C CAN-I CAN-PT CDC CRSM CSG CSWM DAB DDM Meaning Anti-lock Brake System Association des Constructeurs Europens d'Automobiles Active Damping Control Module Automatic High Beam Module Adaptive Front Lighting System Automatic High Beam Module Auto Headlight Module, Left Auto Headlight Module, Right Automatic Locking Retractor Amplifier American Petroleum Institute Accessory Switch Bank Module Adaptive Shift Strategy Anti Slip Regelung (= TCS) Auxiliary Water Pump Brake Assistance System Body Control Module Bluetooth Streaming Audio Built to Export Controller Area Network CAN Audio and Telematics CAN Chassis CAN Interior CAN Powertrain Continuous Damping Control Comfort Rear Seats Module Centralina Servo Guida Comfort Seats and Wheel Module Digital Audio Broadcasting Comfort Seats and Wheel Module Digital Audio Broadcasting Drivers Door Module Power steering module Traction control European Automobile Manufacturers' Association Translation

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Glossary 1

Acronym DLC DMM DMRL DMRR DMTL DOM DOT DRL DSM DTC DWT-B EBD ECM ECMM EDGE EDR EOBD EOL EPB ESC ESCL ESM ESP FMVSS GDI GND GSM HFC HFM

Meaning Diagnostic Link Connector Digital Multi Meter Door Module Rear Left Door Module Rear Right Diagnostic Module for Tank Leakage Domestic (USA) Department of Transportation Daylight Running Lights Door Switches Module Diagnostic Trouble Code Dynamic Wheel Torque by Brake Electronic Brakeforce Distribution Engine Control Module Electro Chromatic Mirror Module Enhanced Data rates for GSM Evolution Event Data Recorder European On Board Diagnostics End Of Line Electric Parking Brake Electronic Stability Control Electronic Steering Column Lock Electronic Shifter Module Electronic Stability Program Federal Motor Vehicle Safety Standard Gasoline Direct Injection Ground Groupe Spcial Mobile Hydraulic Fading Compensation Hands-Free Module Hill Start Assist High Speed Downlink Packet Access Humidity Sensor

Translation

Global System for Mobile communications

Glossary

HSA HSDPA HUM sensor

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Acronym HVAC HVACR IAM IBS ICE ICS IPC ITM KEKG KIN LED LF LHD LIN LRD LRSM LVDS MD MDVMM MON MSM MSP MSR MTC MY NEDC NTC NVH ODB-II OMG ORC

Meaning Heating, Ventilation and Air Conditioning Heating, Ventilation and Air Conditioning, Rear Intelligent Alternator Module Intelligent Battery Sensor Increased Control and Efficiency Integrated Centre Stack Instrument Panel Cluster Intrusion Transceiver Module Keyless Entry and Keyless Go Keyless Ignition Node Light Emitting Diode Low Frequency Left Hand Drive Local Interface Network Low Risc Deployment Light and Rain Sensor Module Low Voltage Differential Signalling Maserati Diagnosi Maserati Diagnosi Voltage Measurement Module Motor Octane Number Memory Seat Module Maserati Stability Program Motor Schleppmoment Regelung Maserati Touch Control Model Year New European Driving Cycle Negative Temperature Coefficient On Board Diagnostics, second generation Officine Maserati Grugliasco Occupant Restraint Controller Noise, Vibrations and Harshness

Translation

Engine brake control

Maserati Grugliasco plant

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Acronym PAD PDC PDM PFI PIN PTS PWM RAB RFH RHD RON RSE SAE SCCM SDARS SRS STPS SWS TCM TCS TGW TPM TPMS TXV UMTS VCI VIN VSO WCM

Meaning Passengers Airbag Deactivation Power Distribution Centre Passengers Door Module Port Fuel Injection Personal Identification Number Parktronics System Pulse Width Modulation Ready Alert Braking Radio Frequent Hub Right Hand Drive Research Octane Number Rear Seat Entertainment Society of Automotive Engineers Steering Column Control Module Satellite Digital Audio Radio Service Supplemental Restraint System Seat Track Position Sensor Steering Wheel Switches Transmission Control Module Traction Control System Telematics Gateway Tyre Pressure Module Tyre Pressure Monitoring System Thermal Expansion Valve Universal Mobile Telecommunications System Vehicle Comunication Interface Vehicle Identification Number Vehicle Speed Odometer World Class Manufacturing Wireless Local Area Network Wide Open Throttle

Translation

Glossary

WLAN WOT

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