The Maserati Merak was introduced in 1972 as a lighter, less expensive companion to the Maserati Bora. It shared much of the Bora’s basic mid-engine architecture and Giugiaro styling, but replaced the Bora’s large V8 with a compact 3.0-liter V6. That smaller engine created enough space behind the seats for a small pair of rear seats, giving the Merak an unusual 2+2 layout among mid-engine sports cars of the period.
The Merak was also closely tied to Maserati’s Citroën ownership. Its V6 was related to the engine Maserati had developed for the Citroën SM, and early Meraks used Citroën’s high-pressure hydraulic system for several functions. Over its long production run, however, the car changed substantially. The original Merak gave way to the lighter and more powerful Merak SS, while the later Merak 2000 GT used a smaller two-liter engine to take advantage of Italian tax regulations. Later cars also gradually abandoned some of the Citroën hardware, making the precise year and specification especially important to collectors.
1972: The Maserati Merak Is Introduced
Maserati unveiled the Merak in 1972, one year after the Bora. The two cars were clearly related. Both were styled by Giorgetto Giugiaro at Italdesign, and from the front they can appear nearly identical. The Merak used the Bora’s basic passenger-cell structure, windshield, doors, front bodywork, and much of its suspension concept.
The largest difference was behind the passenger compartment. The Bora’s large V8 required a full fastback engine cover and broad rear glass, while the smaller Merak V6 left considerably more room. Giugiaro opened up the rear body with distinctive exposed rear buttresses connecting the roof to the tail. Between them sat a relatively flat engine cover rather than the Bora’s large glass hatch.
That arrangement gave the Merak a lighter appearance and created enough interior length for two small rear seats.
3.0-Liter Maserati V6
The original Merak used a 2,965-cc V6 mounted longitudinally behind the passenger compartment. The engine had an aluminum block and cylinder heads, dual overhead camshafts on each bank, and two valves per cylinder.
Induction was through three Weber carburetors.
Output in early European specification was roughly 190 horsepower, although exact ratings vary by market and measurement standard. The engine was considerably smaller than the Bora’s V8, but the Merak was also lighter.
The V6’s character differed markedly from the Bora’s. It preferred engine speed and felt more agile and less muscular. The engine did not produce the same low-rpm torque as the V8, but it gave the Merak a more delicate, rev-oriented personality.
Connection to the Citroën SM
The Merak V6 was closely related to the engine Maserati developed for the Citroën SM. Maserati engineer Giulio Alfieri created the compact V6 to fit within the SM’s tightly packaged front-engine compartment.
The basic architecture was highly unusual. The V6 used a 90-degree bank angle, wider than the 60 degrees normally preferred for a V6, largely because the engine was derived conceptually from Maserati’s V8 architecture.
For the Merak, displacement was increased to approximately three liters, and the engine was adapted for longitudinal mid-engine installation.
This connection to the SM explains why the Merak combines so many Maserati and Citroën engineering ideas.
Five-Speed Transaxle
The engine drove through a five-speed manual transaxle mounted behind it. Unlike the Bora, which used the expensive ZF transaxle, the Merak initially used a Citroën-derived gearbox related to the transaxle used in the SM. Starting in late 1975 / 1976 (alongside the introduction of the Merak SS and the removal of Citroën high-pressure hydraulics), Maserati phased out the Citroën C35 5-speed unit and replaced it with a conventional 5-speed ZF transaxle (similar to the unit in the Bora, Pantera, and GT4).
The shift pattern and feel can seem unusual to drivers accustomed to conventional sports-car gearboxes. When properly adjusted, however, the unit works effectively with the V6’s relatively high-revving character.
Gearbox condition is important today because internal parts and specialist knowledge are much less common than for more conventional transmissions.
Mid-Engine 2+2 Packaging
The smaller V6 was central to the Merak’s unusual practicality. Because it occupied significantly less longitudinal space than the Bora’s V8 installation, Maserati could fit two small rear seats behind the driver and passenger.
They are best considered occasional seats rather than true adult accommodation, but the layout made the Merak one of the few mid-engine exotics of its period capable of carrying more than two people.
That extra flexibility helped position the Merak as a more usable and affordable alternative to the Bora.
Suspension
The Merak used fully independent suspension with unequal-length wishbones, coil springs, telescopic dampers, and anti-roll bars. The basic design was closely related to the Bora’s.
The lighter V6 reduced rear weight and gave the Merak a different handling balance. It generally feels more agile and less rear-heavy than the Bora, though it also lacks the Bora’s enormous torque.
The chassis was tuned for road use rather than outright racing. Ride quality is relatively compliant, and the car works especially well on fast, flowing roads.
Steering
Steering is manual and relatively heavy at parking speeds, but effort decreases quickly once the car is moving. Because the Merak carries less weight over the rear than the Bora and uses relatively modest front tire widths, steering can feel surprisingly delicate at speed.
The lack of power assistance gives the driver direct information about front-tire loading.
There is no traction control, stability control, or ABS. The entire driving experience is mechanical.
Citroën Hydraulic System
Early Meraks incorporated a substantial amount of Citroën high-pressure hydraulic technology. The system could operate several functions, including:
- brake assistance,
- pop-up headlights,
- and, on some cars, other ancillary controls.
The brake system is particularly distinctive. Instead of the long pedal travel associated with conventional hydraulic brakes, the Citroën design responds primarily to pressure.
The Merak used a standard, standalone hydraulic clutch slave cylinder operating a traditional diaphragm clutch.
Drivers unfamiliar with the system can find the brakes overly sensitive at first. Once accustomed to them, however, the system provides powerful braking with relatively little pedal movement.
The Early Dashboard
One of the easiest ways to identify an early Citroën-era Merak is its dashboard.
The original interior used a highly distinctive arrangement with oval or curved instrument shapes and Citroën-style switchgear, reflecting the company’s French ownership. The design is very different from the more conventional dashboards fitted to later Meraks.
Collectors often value this unusual interior because it preserves the car’s original Citroën-era character.
Brakes
Four-wheel disc brakes were standard. On early cars, the Citroën hydraulic system provided very strong assistance.
The braking system can work exceptionally well when correctly maintained, but age and neglect can create problems. Accumulators, seals, hydraulic lines, and pressure regulators all require specialist attention.
Later cars gradually adopted more conventional systems as Maserati moved away from Citroën engineering.
Cooling System
The Merak’s radiator is located at the front of the car, with coolant traveling through long pipes to the rear-mounted engine. Electric fans provide airflow at low speed.
The system works effectively when healthy, but neglected cars can overheat in traffic. Aging radiators, tired fans, old hoses, air trapped in the system, or incorrect coolant flow can all create problems.
Cooling-system condition is especially important because overheating an aluminum Maserati V6 can become expensive very quickly.
Body Design
The Merak’s body is one of Giugiaro’s cleanest 1970s designs. The low nose, retractable headlights, steeply raked windshield, and sharply defined side profile create a classic wedge shape.
Its most distinctive feature is the rear roof treatment. Two flying buttresses extend backward from the roof toward the tail, but unlike the Bora, the space between them is largely open.
This creates a visual impression of a fastback roof while allowing easier access to the engine compartment.
The major design elements include:
- pop-up headlights,
- a low wedge-shaped nose,
- flying rear buttresses,
- a relatively flat engine cover,
- large side air intakes,
- and a compact Kamm-style tail.
Relationship to the Bora Body
The Merak and Bora share far more than a general resemblance. Their doors, windshield area, much of the front structure, and many exterior dimensions are closely related.
From the windshield forward, casual observers can easily confuse them.
Behind the cabin, however, the differences are obvious. The Bora has a broad, enclosed glass fastback covering the V8 engine compartment. The Merak has open buttresses and a much lighter rear structure.
That distinction is one of the easiest ways to identify the two cars from a distance.
Interior and Driving Position
The Merak’s cabin is relatively spacious for a mid-engine car of its era. The front seats are mounted low, while the windshield extends far forward.
The rear seats are small and have limited legroom, but their presence makes the cabin feel less confined than many two-seat exotics.
Early interiors reflect heavy Citroën influence, while later examples use a more conventional Maserati dashboard and controls.
Because the Merak was produced over many years and through a major corporate transition, interior specification is useful in determining exactly which version a car represents.
1975: Maserati’s Financial Crisis
By the mid-1970s, Maserati was in serious financial difficulty. Citroën itself was struggling, and after Peugeot took control of Citroën, Maserati was placed into liquidation. Production nearly ended.
Alejandro de Tomaso eventually became involved in rescuing Maserati, with support from Italian government interests. Under his leadership, the company moved away from Citroën engineering and toward more conventional components.
The Merak survived this transition and ultimately remained in production longer than the Bora.
1975–76: Merak SS
The most important performance development was the Merak SS.
The SS retained the 3.0-liter V6 but used higher-performance tuning. Compression, carburetion, and other engine details were revised, increasing output to approximately 220 horsepower in European specification.
Weight was also reduced compared with the original Merak. The combination of additional power and lower weight made the SS noticeably quicker.
Merak SS Performance
The SS transformed the Merak from a relatively modest junior exotic into a much more convincing performance car. The V6’s higher output better exploited the chassis and gave the car stronger acceleration.
Top speed was generally quoted in the region of 150 mph, depending on market and specification. The engine still required revs to produce its best performance, but the additional power made the car much more competitive with other mid-engine sports cars of the period.
Merak SS Chassis Changes
The SS retained the same fundamental suspension architecture, but spring and damper settings were revised. Wider wheels and tires were fitted on many versions, and braking and chassis details continued to evolve.
Weight reduction also improved handling response. The SS is generally regarded as the best-performing mainstream Merak and is therefore one of the most desirable versions for collectors.
Conventional Dashboard on Later Cars
Later Meraks gradually lost the unusual Citroën-style dashboard. A more conventional instrument panel appeared (taken from the Bora), with traditional round gauges and more typical Maserati switchgear. This change coincided broadly with the transition away from Citroën ownership.
For collectors, the dashboard is therefore more than an interior detail; it helps reveal which engineering era the car belongs to.
Reduced Citroën Hydraulics
Later Merak SS cars also gradually abandoned some of the complicated Citroën hydraulic equipment. Conventional braking and clutch systems appeared on certain later examples, although exact specification varies by market and production date. Because changes occurred during a transitional period, individual cars should be inspected rather than judged solely by model year.
A late SS can be mechanically quite different from an early Merak even though the bodies look similar.
U.S.-Market Merak
American-market cars had to meet U.S. emissions and safety regulations. They generally received larger bumpers, revised lighting, and more restrictive engine tuning.
As with many Italian exotics of the period, emissions equipment reduced output. Federal bumper requirements also changed the clean original appearance. Many U.S. cars were later modified with European-style bumpers or had emissions equipment removed. A buyer should therefore determine whether a car remains in factory U.S. specification or has been altered.
1977: Merak 2000 GT
Maserati introduced the Merak 2000 GT primarily for the Italian market. The reason was taxation. Italy imposed significantly higher taxes on cars with engines larger than two liters, which created a market for smaller-displacement versions of expensive performance cars.
The Merak’s V6 was therefore reduced to approximately 1,999 cc.
Two-Liter V6
The 2000 GT retained the basic V6 architecture but used a much smaller displacement. Power was approximately 170 horsepower, depending on specification. That was significantly less than the Merak SS, but the car still offered exotic mid-engine styling and handling while avoiding the punitive Italian tax applied to larger engines.
The 2000 GT is therefore mechanically interesting even though it is not the fastest version.
Merak 2000 GT Appearance
Many 2000 GTs can be distinguished by model-specific trim and badging.
The car was offered primarily in the Italian domestic market and was produced in much smaller numbers than the regular three-liter Merak. Because of its rarity, it has considerable collector interest despite its lower performance. As always with low-volume Maseratis, exact original specifications should be verified from chassis documentation.
Carburetors
All of the major Merak road variants retained Weber carburetion. Correct synchronization is essential because the V6 is sensitive to mixture and airflow differences between cylinders. A well-tuned Merak should idle reasonably smoothly once warm and respond cleanly to throttle.
A poorly tuned example may suffer from rough running, hesitation, fouled plugs, or hard starting. These problems are often blamed on the engine itself when the real issue is carburetor adjustment or ignition condition.
Timing Chains
Unlike later belt-driven Ferrari engines, the Maserati V6 uses chains to drive its overhead camshafts. This eliminates periodic timing-belt replacement, but it does not make the valvetrain maintenance-free. Chain tension, guides, valve clearances, and lubrication remain important.
Noise from the cam-drive system should be investigated rather than dismissed.
Engine Access
Access to the V6 is better than on some larger mid-engine exotics because of the open rear body design. The engine cover lifts between the flying buttresses, exposing much of the drivetrain. Nevertheless, major work can still require significant disassembly. Specialist familiarity with the Maserati V6 is important because the engine’s design and timing arrangement are unusual.
Exhaust System
The V6 produces a distinctive sound that is quite different from the Bora’s V8. At lower speeds it is relatively subdued, but the engine becomes sharper and more urgent as rpm rises. Aftermarket exhaust systems are common. They can add drama and reduce weight, but original exhaust components are increasingly valued on collector-quality cars.
Suspension Wear
The independent wishbone suspension works extremely well when properly maintained. Age can deteriorate bushings, ball joints, dampers, and wheel bearings. Incorrect ride height or alignment can also dramatically change the way the car feels. A worn Merak may feel vague and unstable, while a properly rebuilt suspension reveals a surprisingly precise chassis.
Tires
Period tire sizes were modest compared with modern supercars. Fitting dramatically wider modern tires can increase grip but also increase steering effort and alter the chassis balance. For collector cars, correct wheel design and tire proportions contribute greatly to appearance. Owners intending to drive regularly often seek modern tires that preserve approximately the original dimensions.
Rust and Chassis Corrosion
Rust is one of the most serious concerns when buying a Merak. The car uses extensive steel construction, and corrosion can affect structural as well as cosmetic areas. Important inspection areas include:
- rocker panels and sills,
- floor sections,
- suspension mounting points,
- lower door areas,
- wheel arches,
- front and rear structural sections,
- and hidden cavities beneath trim.
A freshly painted car can conceal substantial corrosion, so an inspection from underneath is essential.
Accident Damage
Accident repairs are another important issue. The Merak was a fast mid-engine car with no electronic safety aids, and many examples were damaged when they were worth relatively little. Incorrectly repaired chassis damage can affect suspension geometry and panel alignment. Doors, front bodywork, rear buttresses, and the engine cover should all fit consistently.
A specialist familiar with the original structure can often identify repairs that would be missed in a generic inspection.
Electrical System
Electrical problems are common on neglected cars. Connections, grounds, relays, cooling fans, headlight mechanisms, and instrumentation can all suffer from age. Early cars are further complicated by interaction between the electrical and Citroën hydraulic systems. A properly sorted Merak can be reasonably reliable, but chasing multiple decades-old electrical modifications can consume substantial time.
Brief Competition History
The Merak was primarily a road car and has little meaningful factory racing history. A few cars were modified for private competition, but Maserati did not build the model around a major motorsport program. Its historical importance comes from its road-car engineering, Giugiaro design, Citroën-era technology, and unusual place as a relatively practical mid-engine 2+2.
Understanding the Major Maserati Merak Variants
The principal Merak versions can be summarized as follows:
- Early Merak 3000: Original approximately 190-horsepower three-liter V6 version, usually with extensive Citroën hydraulics and the distinctive early dashboard.
- Merak SS: Higher-performance three-liter model with approximately 220 horsepower, reduced weight, and various chassis and detail improvements.
- Early Merak SS: May retain more Citroën-era components and therefore differs mechanically from later cars.
- Late Merak SS: Often incorporates more conventional braking, clutch, dashboard, and electrical arrangements after De Tomaso took control of Maserati.
- Merak 2000 GT: Italian-market two-liter version created to avoid higher domestic taxation; substantially rarer but less powerful.
- U.S.-Specification Merak: Cars with federal bumpers, emissions equipment, and other market-specific modifications that can reduce performance and alter appearance.
- European-Specification Merak: Generally cleaner in appearance and less restricted mechanically.
Factory records document exact numbers for the 1,830 total Meraks produced:
- Merak (Standard 3.0L): 1,020 units (1972–1975)
- Merak SS: 626 units (1975–1983)
- Merak 2000 GT: 184 units (1977–1983)
What Matters to Collectors
The first issue with any Merak is determining exactly which specification it represents. Early Citroën-era cars, Merak SS models, late De Tomaso-era cars, and 2000 GTs can look broadly similar while containing substantially different mechanical systems. Originality therefore requires more than checking badges. Dashboard type, brake system, clutch operation, bumpers, engine specification, carburetors, wheels, and hydraulic components should all correspond to the chassis and production period.
The Merak SS generally has the strongest collector appeal among normal production versions because it combines the more powerful three-liter V6 with reduced weight and later development. Early Citroën-era cars, however, have a special technical character and increasing historical interest precisely because of their unusual hydraulic systems and interiors.
The 2000 GT belongs in a separate category. It is slower, but its low production and unusual tax-driven engineering make it especially interesting to collectors who value rarity.
Mechanical condition is critical. A cheap Merak requiring engine, gearbox, hydraulic, cooling, body, and interior work can quickly become more expensive than buying a properly restored example.
For early cars, the Citroën hydraulic system should be thoroughly tested. Braking pressure should build correctly, the system should hold pressure, and hydraulic functions should operate without leaks. The correct hydraulic fluid must be used, as contamination with incompatible fluids can damage seals throughout the system.
Engine health should be checked with attention to oil pressure, compression, cooling performance, cam-chain noise, and carburetor synchronization. The three-liter V6 is a sophisticated engine and should not be treated like a conventional mass-production V6 simply because it has only six cylinders.
The gearbox should shift cleanly once warm. Linkage adjustment can affect shift quality, but serious grinding or bearing noise may indicate internal wear.
Cooling performance should be evaluated while stationary as well as at speed. A car that remains cool on the highway but overheats in traffic may have weak fans or a partially restricted radiator.
Rust can be financially devastating because structural repairs are labor-intensive and replacement panels are not inexpensive. A comprehensive body inspection is therefore essential.
Interior condition matters because many parts are difficult to source. Early Citroën-style switchgear and dashboard components are particularly important, while correct later Maserati instruments and trim can also be difficult to replace.
Original wheels, tools, manuals, spare tire, service books, and documentation add collector value. Because the cars were inexpensive for many years, these items were often separated from the vehicle.
Driving Experience
A well-sorted Merak is much more engaging than its reputation as the “junior Bora” suggests. The lighter V6 reduces the mass behind the driver and gives the car a nimble quality. Steering is direct, the suspension is relatively sophisticated, and visibility forward is excellent for a 1970s mid-engine exotic.
The engine needs more revs than the Bora’s V8, which means the driver interacts with the gearbox more frequently. That can actually make the Merak feel more involving on a winding road. The SS especially benefits from the additional power and lower weight. At the same time, the car remains relatively civilized. The cabin offers more room than many mid-engine contemporaries, the small rear seats provide occasional flexibility, and the suspension is not excessively stiff.
The original Citroën hydraulic systems add another layer of character. They can intimidate owners unfamiliar with them, but when properly maintained they are sophisticated rather than inherently troublesome.
The Merak ultimately deserves to be judged as more than a cheaper Bora. Its combination of a high-revving quad-cam V6, mid-engine 2+2 layout, Giugiaro bodywork, independent wishbone suspension, and Citroën-derived technology gives it a distinctive identity of its own.
The early cars capture the fascinating Citroën-Maserati engineering partnership. The Merak SS provides the strongest performance and is generally the most desirable driver’s version. The 2000 GT illustrates the strange effect of Italian taxation on exotic-car engineering.
Together, those variants make the Maserati Merak one of the most unusual and mechanically interesting mid-engine GT cars of the 1970s.
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 Merak, you’ll likely find these profiles critical in helping you make the right decision.
1977 Maserati Merak SSThe Merak gives an air of confidence and power, which is quintessentially Italian. But if you like the looks, why not get the power and buy a Bora instead? {vsig}2009-3_2299{/vsig} In the world of auto design, the Italians are the acknowledged masters, and Giorgetto Giugiaro will always be at the top of the list. In […]Read more- 1974 Maserati MerakThe Maserati Merak, announced at the Paris Salon of 1972, was a little brother to the mid-engined V8 Bora. It used the same Ital Design steel body, but with a smaller V6, 3-liter engine—as found in the Citroën SM coupe—that liberated space for two child-sized rear seats. The all-alloy powerplant, equipped with triple Weber carburetors, […]Read more
- 1975 Maserati Merak SSIn the creative environment that coincided with the beginning of the 1970s, Maserati began work on the design of a car with high-performance sporting characteristics capable of dominating the hard-fought 3-liter class of the market. In order to avoid risks, the layout of the Merak, the name of a star in the constellation of Ursa […]Read more
- Maserati Merak SSIn the creative environment that coincided with the beginning of the 1970s, Maserati began work on the design of a car with high performance sporting characteristics capable of dominating the hard-fought 3-liter class of the market. In order to avoid risks the layout of the Merak, the name of a star in the constellation of […]Read more
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Past Auction Sales – Maserati Merak
Average Maserati Merak Sale Price by Year from SCM’s Platinum Auction Database:
Maserati Merak Sales from SCM’s Platinum Auction Database:
Hemmings
Condition: 3+
Jun 2, 2025
$43,050
Mecum Auctions
Condition: 2
Jan 16, 2022
$49,500
Bonhams
Condition: 3+
Apr 23, 2021
$28,958
Bonhams
Condition: 2-
Jul 25, 2020
$108,444
Silverstone
Condition: 2-
May 23, 2020
$80,353
Bonhams
Condition: 2-
Jan 18, 2018
$82,500
Silverstone
Condition: 3-
Nov 11, 2016
$46,287
Bonhams
Condition: 2-
Oct 7, 2016
$76,866
Motostalgia
Condition: 2
Mar 12, 2016
$77,000
Artcurial
Condition: 3
Jun 22, 2015
$75,730
Bonhams
Condition: 2-
Mar 21, 2015
$78,573
Artcurial
Condition: 3
Nov 2, 2014
$47,772
Bonhams
Condition: 2
Sep 13, 2014
$104,247
Bonhams
Condition:
Jun 7, 2014
$75,462
Barrett-Jackson
Condition: 4+
Apr 12, 2014
$25,850
H&H Auctioneers
Condition: 2-
Dec 4, 2013
$57,774
RM Auctions
Condition: 2
May 11, 2012
$32,634
McCormick's
Condition: 3+
Feb 24, 2012
$24,938
Mecum Auctions
Condition: 2-
Sep 15, 2011
$16,430
Auctions America by RM
Condition: 3-
Apr 30, 2011
$26,950
Auctions America by RM
Condition: 3-
Apr 30, 2011
$26,950
The Branson Auction
Condition: 4+
Apr 8, 2011
$11,070
Bonhams
Condition: 2+
Sep 11, 2010
$36,266
Bonhams
Condition: 3
Apr 21, 2008
$28,463
RM Auctions
Condition: 3-
Jan 18, 2008
$41,800
eBay
Condition: 3-
May 28, 2007
$19,950
eBay
Condition: 4
May 28, 2007
$9,500
The Branson Auction
Condition: 3-
Apr 20, 2007
$23,850
Kruse
Condition: 3-
Aug 30, 2006
$21,708
Bonhams
Condition: 2-
Feb 25, 2006
$11,006
RM Auctions
Condition: 4
Aug 16, 2002
$25,025
eBay/Kruse
Condition: 3-
May 3, 2002
$19,080
Bonhams & Brooks
Condition: 2+
May 21, 2001
$35,349
RM Auctions
Condition: 2-
Mar 10, 2001
$18,700
Christie's
Condition: 4
Jun 16, 2000
$8,813
RM Auctions
Condition: 3
Aug 26, 1999
$16,500
RM Auctions
Condition: 3
Apr 16, 1999
$17,259
Brooks
Condition: 3
Jun 11, 1998
$14,234