This car, Lot 140, sold for $186,245 (€161,000), including buyer’s premium, at Broad Arrow Auctions’ Knokke-Heist, BEL, sale on October 10, 2025.
In 1966, Maserati launched the Ghibli, a sleek front-engine car with a low profile and beautiful lines designed by Giorgetto Giugiaro. The Ghibli was an instant success and forced Ferrari to answer with the 365 GTB/4 Daytona. It is interesting to note that both were similarly priced, and each sold in about equal numbers. We tend to forget that for some time, Maserati and Ferrari had equal market share in the exotic-car market. Since then, Ferrari has flourished to superstar status while Maserati is now a backup singer.
In 1974, Maserati introduced the Khamsin, named after a hot, dry wind over the Arabian Peninsula. It was meant to be the successor to the Ghibli SS. Both cars have the same front-mounted 4.9-liter dry-sump V8 engine. Both are rather large coupes with vestigial back seats not meant for humans to occupy. That is where the similarities end, as the two cars drive completely differently.
Driven by design
Designed by Marcello Gandini at Bertone, the Khamsin’s wedge-shape lines embody the futuristic spirit of the 1970s. Gandini is best known for his Lamborghini designs, including the Miura, Jarama, Espada, Countach and several others. This would be his first project with Maserati and one where he truly excelled.
The hood vents were arranged in an uncommonly asymmetrical fashion, but Gandini’s boldest design element was the rear-end treatment. This consisted of a clear Plexiglass panel on which the taillights were mounted, permitting improved rear visibility when backing up. Drivers situated behind a Khamsin were given the impression that the taillights were floating in mid-air — very cool.
While maestro Gandini’s design was exquisite, the car would not meet U.S. safety requirements. The delicate European-spec front and rear bumpers were replaced with big rubber atrocities, the rear bumper being especially large. The Plexiglass-mounted taillights were moved to just above the bumper, while rectangular side lamps were placed in the front and rear fenders. What was once a beautiful butterfly was transformed into a moth. I was told that none of these changes were reviewed by Gandini and that when he saw a U.S.-spec Khamsin years later he was horrified.
Multicultural mash-up
The Khamsin was created during the Citroën reign over Maserati. The French automaker brought its advanced hydraulic systems to the table, and Maserati engineers were more than happy to incorporate them into the cars. The Khamsin benefits from Citroën’s braking, self-centering steering and power-assisted clutch.
Pop-up headlights and seat adjustment were also tied to the hydraulic system, utilizing Bosch components also found on the Mercedes-Benz 600 sedan. Time has proven these components to be quite reliable when properly maintained. It is interesting to note that when hydraulic leaks do occur, it is most often from one of the German components and not the French ones.
Driving a Khamsin takes a little time to get used to, but is extremely rewarding following the initial learning curve. Much like a song you hear for the first time and do not like, the more you drive the Khamsin, the more you get it. The Citroën self-centering steering is unlike anything on an Italian exotic. You quickly learn to always keep both hands on the steering wheel. A friend recently told me he sneezed while driving a Khamsin and found he had made a lane change!
Big in Europe
Of the approximately 430 Khamsins produced, 155 were exported to the U.S. American sales of the Khamsin were far less than its Ghibli predecessor. This was partly due to the disfiguration of its original design, but also the knock-on effects of the 1973 oil crisis that kept gasoline prices high for several years.
For quite a while, used Khamsins were inexpensive in the U.S., again at least partly due to the ugly bumpers. In Europe, where the car still retained Gandini’s original design, the Khamsin remained popular. Sensing a good opportunity to pick up inexpensive U.S.-spec models, many were exported back to Europe. Bumper-conversion kits are available, and although not trivial, it is a job I have personally done on two cars.
Unique and bought right
The subject car is one of these U.S. models that found its way back to Europe and has been converted back to the way its creator envisioned it. The auction description states that factory components were used for the conversion, however both the front and rear bumpers should be black with silver surrounding trim; here that is reversed.
When originally imported to California, the roof was partially removed to fit glass T-tops. I have read that the importer tried to get Maserati to officially recognize the T-top conversion, though the factory declined. I think the T-tops look quite nice, reminding me of the C3 Corvette and some rare Iso Grifos. I inspected an Iso Grifo with factory T-tops, and it was impossible to carry the tops inside the car when removed. This limits when and how the removable tops can be used. This is not a problem with the Khamsin, as the rear glass lifts to reveal a cavernous trunk with plenty of room to carry the T-tops as well as some luggage.
Our subject car will not win any originality awards, and I suspect Maserati Classiche would never certify it. The top conversion is practical, was done in-period and makes for a good conversation piece. This was a fair price for both seller and buyer.
Remembering Marc
The Maserati community recently lost Marc Sonnery, who brought the Khamsin out of obscurity. In addition to writing the definitive book, Maserati — The Citroën Years, he was an SCM Contributor. Marc organized two gatherings celebrating the 40th and 50th anniversary of the Khamsin, which were well attended. We will miss our friend.
