The Maserati Bora was Maserati’s first production mid-engine road car and one of the most sophisticated Italian GTs of the 1970s. Introduced in 1971, it combined a mid-mounted quad-cam V8 with a five-speed ZF transaxle, independent suspension, four-wheel ventilated disc brakes, and a highly distinctive Giugiaro-designed body. Unlike some contemporary mid-engine exotics, however, the Bora was engineered not simply as a raw supercar but as a refined, high-speed grand tourer.
That distinction is central to understanding the car. The Bora was quieter, more comfortable, and more heavily equipped than cars such as the Lamborghini Miura or early DeTomaso Pantera. It had hydraulic assistance for several functions, substantial sound insulation, adjustable pedals and steering column, a relatively spacious cabin, and even useful luggage capacity. Its engineering reflected Maserati’s long tradition of fast GT cars, even though the engine had now moved behind the passenger compartment.
1971: The Bora Is Introduced
Maserati unveiled the Bora in 1971, during the period when Citroën controlled the company. The car was designed by Giorgetto Giugiaro at Italdesign, and its shape was remarkably clean compared with many later 1970s exotics. The low nose, broad windshield, sharply defined beltline, and large glass rear hatch created a modern wedge profile without the exaggerated wings, scoops, or visual drama that would become common later in the decade.
Underneath, the Bora used a steel monocoque chassis with a separate rear substructure supporting the drivetrain and rear suspension. The engine was mounted longitudinally ahead of the rear axle, making the Bora a true mid-engine car. This helped centralize mass and improved traction and high-speed stability compared with Maserati’s previous front-engined V8 GTs.
A key innovation by Giulio Alfieri was mounting the V8 engine and ZF transaxle to a tubular subframe that was rubber-isolated from the main monocoque chassis. This subframe was crucial to keeping cabin noise, vibration, and harshness (NVH) so remarkably low compared to the Miura or Pantera.
4.7-Liter Quad-Cam V8
The first Bora used Maserati’s familiar 4.7-liter aluminum V8, a development of the engine family used in earlier Maserati GTs. It displaced approximately 4,719 cc and used four overhead camshafts, two per cylinder bank, with two valves per cylinder. Induction was through four Weber carburetors.
Output was generally quoted at around 306 horsepower, depending on market and rating method. The engine emphasized torque and flexibility rather than extreme engine speed. It had a very different character from Ferrari’s high-revving twelve-cylinder engines or the turbocharged powerplants that would become common later. The Bora’s V8 delivered strong, progressive torque and was well suited to high-speed touring.
Five-Speed ZF Transaxle
Power was sent through a ZF five-speed manual transaxle, mounted behind the engine. This unit was robust and widely respected, and it contributed to the Bora’s strong mechanical reputation. The gated shift mechanism was direct but could feel heavy, especially when cold.
The ZF transaxle also helped package the drivetrain compactly. Combined with the longitudinal mid-engine layout, it gave the Bora a relatively balanced chassis and strong rear-wheel traction. As with other exotics using this transaxle, replacement or internal repair can be expensive today, so gearbox condition remains important in a pre-purchase inspection.
Independent Suspension
The Bora used fully independent suspension with unequal-length wishbones, coil springs, telescopic dampers, and anti-roll bars. This was sophisticated by early-1970s standards and gave the car excellent high-speed composure.
Rather than being tuned as an uncompromising track car, the suspension balanced grip and comfort. The Bora was stable on fast roads and autobahns, but it was also relatively compliant over uneven surfaces. That made it much more usable as a GT than many of its contemporaries.
Citroën Hydraulic System
One of the Bora’s most unusual technical features came directly from Maserati’s ownership by Citroën. The car used a high-pressure hydraulic system derived from Citroën technology to operate several functions.
Depending on specification, the hydraulic system assisted or powered:
- the brakes,
- the retractable headlights,
- the driver’s seat adjustment,
- and the pedal-box adjustment.
This allowed Maserati to create a highly adjustable driving position without adding conventional electric motors or complex mechanical linkages. The pedals could move forward and backward while the seat remained relatively fixed, and the steering column could also be adjusted.
The Bora used a standard, heavy-duty single-plate dry clutch operated mechanically/hydraulically via conventional automotive clutch fluid–not the high-pressure LHM hydraulic circuit.
The result was a surprisingly ergonomic cabin for a low mid-engine exotic.
Hydraulic Brakes
The Bora’s braking system was one of its strongest features when correctly maintained. Four-wheel ventilated disc brakes provided substantial stopping power, and the Citroën-derived hydraulic assistance gave the pedal a distinctive feel.
Drivers unfamiliar with the system may initially find the brake pedal unusually sensitive. Rather than requiring substantial pedal travel, the system responds more to pressure. Once understood, it can provide excellent modulation, but neglected hydraulic components can create expensive problems.
Body Design
Giugiaro’s Bora body was remarkably restrained. The roofline flowed into a large rear glass section, while the rear quarters were heavily buttressed. The stainless-steel roof panel became one of the car’s signature visual features.
The car’s visual balance comes from a few key elements:
- a low, almost horizontal hood,
- pop-up headlights,
- a large wraparound windshield,
- polished stainless-steel roof trim,
- large side glass,
- and a broad fastback tail.
The rear engine compartment was visible beneath the glass hatch, giving the Bora an exotic mechanical display without sacrificing luggage space or weather sealing.
Interior Design
The Bora’s interior was more luxurious than many mid-engine rivals. Leather covered much of the cabin, and the dashboard was relatively conventional by Italian exotic-car standards. The wide center console and low seating position reinforced the car’s GT character.
The driving position was particularly notable because the seat itself had limited adjustment, while the pedals and steering column moved to meet the driver. This reduced the need to compromise seat placement within the tight mid-engine chassis. It was a clever solution and one of the features that distinguished the Bora from more primitive competitors.
Sound Insulation and Refinement
Maserati made a deliberate effort to isolate the passenger compartment from the engine. The firewall used substantial insulation, and the engine bay itself was relatively well sealed. This made the Bora quieter than many contemporary mid-engine exotics.
That refinement is one reason the car sometimes feels less dramatic at low speeds than a Miura or Countach. It was not intended to overwhelm the occupants with noise and vibration. Instead, it was designed to cover long distances at very high speed with less fatigue.
1973: The 4.9-Liter Bora
Maserati later introduced a larger 4.9-liter V8, displacing approximately 4,930 cc. This version became particularly important in U.S.-market cars and eventually in broader production. The 4.9-liter engine (4,930 cc) was introduced in 1973 for the U.S. market primarily to compensate for strict emissions power losses. However, it was not offered in Europe/Worldwide until 1976, when it replaced the 4.7-liter entirely.
The larger engine provided more torque and stronger mid-range performance. Power figures vary depending on emissions equipment and market, but European versions are produced 325 horsepower. U.S.-spec 4.9L models with smog equipment were severely choked down to roughly 280 hp to 300 hp (SAE net), making early European 4.7L cars noticeably livelier than early U.S. 4.9L cars.
The additional displacement made the Bora feel more effortless at speed. Rather than relying on high rpm, the 4.9-liter engine delivered strong acceleration from lower engine speeds, which suited the car’s grand-touring personality.
4.7 Versus 4.9
The distinction between 4.7-liter and 4.9-liter Boras is one of the most important mechanical differences for collectors. Both use the same basic quad-cam V8 architecture, but their personalities are slightly different.
The 4.7-liter is often considered a little freer-revving and closer to the original specification. The 4.9-liter offers greater torque and stronger everyday performance. U.S. emissions equipment can complicate direct comparison, because later American-market cars may not deliver the same performance as less restricted European versions.
U.S.-Market Changes
Cars sold in the United States had to satisfy increasingly strict emissions and safety regulations. This affected engine tuning, bumpers, lighting, and other equipment. Some U.S. cars received larger bumper structures and additional emissions hardware.
These changes can alter both appearance and performance. Many cars were later modified to resemble European specification, and some had emissions equipment removed. For collectors, it is important to understand what configuration a particular car originally had and what changes were made later.
Cooling System
Cooling is a major issue on any mid-engine V8 exotic, and the Bora is no exception. The radiator is located at the front, with long coolant lines connecting it to the rear-mounted engine. Electric fans provide airflow at low speeds.
A properly maintained Bora should control temperature effectively, but aging radiators, clogged passages, tired fans, or deteriorated hoses can lead to overheating. Because the engine is expensive to rebuild, cooling-system condition is one of the first things a buyer should investigate.
Carburetion
The Bora’s Weber carburetors are a central part of the engine’s character. When synchronized correctly, they provide strong throttle response and smooth power delivery.
Problems arise when cars sit unused for long periods. Old fuel, blocked jets, sticking floats, or incorrect synchronization can cause rough running, hard starting, and poor throttle response. Rebuilding and tuning the carburetors is not inherently difficult for an experienced specialist, but the work must be done carefully.
Exhaust and Engine Sound
The Maserati V8 has a deeper, more muscular sound than contemporary Ferrari V12s. The Bora’s heavy insulation means the cabin does not receive the full exhaust volume, but under acceleration the engine develops a rich mechanical tone.
Aftermarket exhaust systems are common. They can make the car much more dramatic, although collectors may prefer the original system or at least want the factory exhaust included with the car.
Steering
The Bora uses manual steering, and effort is substantial at parking speeds. Once moving, however, the steering becomes much lighter and more communicative.
The front tires are relatively narrow compared with the rear, and the car’s mid-engine weight distribution reduces the load over the nose compared with a traditional front-engine GT. This helps the steering feel more delicate and precise as speed rises.
Handling
The Bora’s handling is best understood as high-speed GT handling rather than razor-sharp modern supercar behavior. It is stable, predictable, and well balanced, with strong rear traction.
The chassis does not encourage abrupt inputs. Smooth steering and throttle application bring out the car’s strengths. The Bora is particularly rewarding on fast, flowing roads where the V8’s torque and the suspension’s composure can be exploited.
Braking Character
The hydraulically assisted brakes can feel unusual to drivers accustomed to conventional vacuum-assisted systems. Pedal travel is limited, and small changes in pressure produce noticeable changes in braking force.
When the system is healthy, braking performance is excellent. When it is neglected, however, problems can include leaks, pressure loss, or inconsistent assistance.
Hydraulic-system condition is therefore a major factor in ownership cost.
Wheels and Tires
The Bora used wide alloy wheels with performance tires appropriate to its speed capability. Tire availability and exact factory fitment can vary by year and market.
Modern tires can substantially improve grip, but they can also place greater loads on suspension and brake components. A car fitted with much wider-than-original tires may feel heavier at the steering and can place additional stress on wheel bearings and suspension joints.
1974–75: Peak Bora Development
By the mid-1970s, the Bora had reached its mature production form. Maserati had refined cooling, ventilation, trim, and engine tuning, while the 4.9-liter version provided stronger performance.
At the same time, the broader economic environment was becoming difficult for high-performance exotic manufacturers. The oil crisis, tightening emissions regulations, and Maserati’s own financial problems all affected sales.
The Bora remained technically sophisticated, but its market was shrinking.
Citroën’s Departure
Citroën’s financial problems eventually led to the end of its ownership of Maserati. The company’s future became uncertain in the mid-1970s, and production volumes declined.
Alejandro de Tomaso later took control of Maserati, shifting the company toward a different product strategy. The Bora belonged to the earlier Citroën-era philosophy of expensive, technically advanced GT cars.
1978: End of Bora Production
Bora production ended in the late 1970s, with 564 cars built in total.
- 4.7-Liter: 289 units built (1971–1978)
- 4.9-Liter: 275 units built (1973–1978)
The limited production also means surviving cars can differ meaningfully in specification. Engine size, emissions equipment, bumpers, wheels, interior trim, and hydraulic components should all be checked against the individual chassis.
4.7-Liter Bora
The 4.7-liter Bora represents the original specification. It is especially appealing to collectors who value early production and the car in its first mechanical form.
Its engine is slightly smaller and may feel somewhat more eager to rev, though the difference is subtle. Early cars also tend to preserve the cleanest exterior details.
4.9-Liter Bora
The 4.9-liter Bora offers stronger torque and is generally better suited to modern road use. It is the more muscular version and can feel noticeably more effortless in normal driving.
For buyers focused on usability and performance rather than earliest-production purity, the 4.9 can be particularly attractive.
European Versus U.S. Specification
European and U.S. cars should not be treated as mechanically identical. Emissions tuning, bumpers, lighting, and engine output varied.
A European 4.9 may feel substantially stronger than a heavily emissions-controlled American car. Likewise, U.S. cars that have been modified later may no longer reflect original specification.
Documentation is therefore important when evaluating performance claims.
Brief Competition History
The Bora was not developed primarily as a race car and has little meaningful factory competition history compared with models such as the Audi Quattro, Ferrari 250 GT, or Porsche 911.
Some examples were modified for private competition use, but racing was never central to the Bora’s identity. Its significance lies overwhelmingly in its road-car engineering and its role as Maserati’s first production mid-engine GT.
Understanding the Major Maserati Bora Variants
Collectors generally divide Boras into a few broad categories:
- Early 4.7-Liter Bora: Original specification with approximately 4.7 liters and the cleanest early body details.
- Later 4.7-Liter Bora: Mechanically similar but incorporating running improvements in cooling, trim, and production quality.
- 4.9-Liter Bora: Larger-displacement version with greater torque and improved flexibility.
- European-Specification Bora: Generally less restricted by emissions equipment and often stronger in original performance.
- U.S.-Specification Bora: Federalized cars with emissions and safety modifications that can affect appearance and output.
What Matters to Collectors
The most important consideration is structural and mechanical condition, followed by originality and documentation. A Bora is much more complex than its relatively simple Giugiaro body suggests, and neglected examples can require expensive recommissioning.
The Citroën-derived hydraulic system deserves particular attention. The brakes, clutch, headlights, pedal adjustment, and other functions depend on hydraulic pressure. Leaks, failing accumulators, deteriorated seals, or contaminated fluid can affect several systems at once. A specialist familiar with both Maserati and Citroën hydraulics should inspect the car.
Engine condition is equally important. The quad-cam V8 is robust when maintained, but a proper rebuild is expensive. Oil pressure, cooling-system behavior, compression, and valve-train condition should be checked carefully.
Carburetor condition matters because poor tuning can make the engine feel far worse than it actually is. A healthy Bora should start cleanly, idle evenly once warm, and pull smoothly through the rev range.
The ZF transaxle should shift cleanly when warm. Some stiffness when cold is normal, but grinding, bearing noise, or difficulty engaging gears can indicate expensive internal problems.
Cooling performance should be evaluated in traffic, not just at highway speed. The fans should operate correctly, and engine temperature should stabilize rather than continue climbing.
Suspension bushings, ball joints, dampers, and wheel bearings should all be inspected. Worn suspension components can make the car feel vague or unstable at speed.
Rust and corrosion can affect the steel monocoque and structural areas. Particular attention should be paid to lower body sections, suspension mounting points, floor areas, and hidden cavities.
Accident repairs also deserve scrutiny. Because the Bora was fast, valuable, and expensive to repair even when relatively new, some cars received substandard repairs during periods when values were low.
Interior originality matters more than it once did. Leather, switchgear, dashboard components, and hydraulic seat or pedal-adjustment mechanisms can be difficult to replace correctly. A well-preserved original interior can add substantial collector appeal.
The stainless-steel roof panel is a distinctive feature and should be intact and correctly finished. Damage or poor restoration around the roof can be difficult to disguise.
Original wheels, tools, manuals, jack, and service records also contribute to value.
Driving Experience
A properly sorted Bora feels very different from most 1970s supercars. It is less theatrical than a Lamborghini Miura and less raw than a De Tomaso Pantera. Instead, it feels like a sophisticated Maserati GT whose engine happens to be behind the driver.
The V8 provides strong torque rather than demanding constant high-rpm use. The suspension is supple enough for long-distance driving. The cabin is quieter than many mid-engine contemporaries, and the adjustable pedals and steering column make the car unusually accommodating.
At the same time, the Bora still requires physical involvement. The steering is manual, the gearbox is mechanical, visibility is limited, and there are no electronic driver aids. The car rewards smooth inputs and mechanical sympathy.
That combination is what makes the Bora distinctive. It was not simply Maserati’s attempt to copy the Miura or compete with Ferrari on spectacle. It was an effort to reinterpret the company’s grand-touring tradition around a mid-engine layout.
The result was a car with Italian wedge styling, a quad-cam V8, a five-speed ZF transaxle, sophisticated independent suspension, and Citroën-derived hydraulics, all wrapped in one of Giugiaro’s cleanest designs.
For collectors today, the Maserati Bora stands out not because of racing success or production numbers alone, but because it represents a brief period when Maserati attempted to build one of the most technically refined mid-engine GT cars in the world.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Maserati Bora, you’ll likely find these profiles critical in helping you make the right decision.
1973 Maserati Bora 4.9 CoupeThe highlight of the 1971 Geneva Salon was undoubtedly the sensational new Maserati Bora. With the Bora’s introduction, the great Modenese manufacturer followed other supercar constructors in going mid-engined, while at the same time abandoning its traditional tubular chassis technology in favor of unitary construction. Named after an Adriatic wind, the Bora was the work […]Read more
Cars For Sale
Quick links to listings for this make and model online:
Books on the Maserati Bora
Note that as an Amazon Associate, we earn from qualifying purchases of the above books.
Past Auction Sales – Maserati Bora
Average Maserati Bora Sale Price by Year from SCM’s Platinum Auction Database:
Maserati Bora Sales from SCM’s Platinum Auction Database:
Broad Arrow Auctions
Condition: 2
Mar 6, 2026
$128,800
Bonhams Cars
Condition: 2-
Dec 11, 2025
$138,544
RM Sotheby's
Condition: 5-
Oct 26, 2024
$25,200
Gooding & Co.
Condition: 5+
Dec 4, 2023
$56,100
RM Sotheby's
Condition: 3-
Mar 3, 2023
$126,000
Artcurial
Condition: 3+
Jul 19, 2021
$107,993
Bonhams
Condition: 2-
Aug 18, 2017
$140,250
RM Sotheby's
Condition: 3+
Feb 8, 2017
$191,117
Gooding & Co.
Condition: 1-
Jan 20, 2017
$132,000
Bonhams
Condition: 2-
Jun 5, 2016
$160,600
Bonhams
Condition: 2-
Mar 10, 2016
$187,000
Bonhams
Condition: 2-
Aug 14, 2015
$176,000
Gooding & Co.
Condition: 2+
Mar 13, 2015
$181,500
Gooding & Co.
Condition: 3+
Jan 17, 2015
$264,000
Bonhams
Condition: 3-
Jan 15, 2015
$132,000
Auctions America
Condition: 2
Mar 14, 2014
$123,200
Bonhams
Condition: 2
Feb 6, 2014
$123,901
Bonhams
Condition: 2-
Oct 11, 2013
$124,761
Worldwide Auctioneers
Condition: 2+
May 4, 2013
$77,000
Mecum Auctions
Condition: 3
Aug 21, 2011
$43,460
Mecum Auctions
Condition: 2+
Aug 21, 2011
$98,050
RM Auctions
Condition: 4-
Jul 24, 2010
$48,400
Bonhams
Condition: 1-
Apr 19, 2010
$67,932
Gooding & Co.
Condition:
Aug 16, 2009
$44,000
Bonhams
Condition: 2+
May 18, 2009
$90,045
Bonhams
Condition: 3-
Jul 11, 2008
$79,552
Bonhams
Condition: 2
May 10, 2008
$124,775
eBay
Condition: 3-
May 28, 2007
$37,100
H&H Auctioneers
Condition:
Feb 21, 2006
$22,507
RM Auctions
Condition: 3+
Aug 15, 2003
$44,000
Bonhams & Brooks
Condition: 2+
Apr 23, 2001
$12,420
The Auction Inc
Condition: 3
Apr 14, 2000
$23,888
Brooks
Condition: 4+
Mar 5, 2000
$17,046