Quattroporte V8 Training Manual-En

New Model Training January 2013

Training Documentation for Maserati Service Network

Maserati Quattroporte V8Technical Presentation

Transmission

Braking system

Driving controls

Suspensions and wheels

Safety components

Electrical systems and devices

Body

Glossary

General information

V8 Engine

Introduction

Safety Notice

This publication’s purpose is to provide technical training information to individuals in theautomotive trade. All test and repair procedures must be performed in accordance with themanufacturer’s service publications.

All warnings and cautions must be observed for safety reasons. The following is a list of generalguidelines:

• 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 whendiagnosing and performing vehicle repairs.

• Some service procedures require the use of special tools. These tools must be used asrecommended throughout the publications of the Maserati Service Department.

• Always use proper personal protection equipment (PPE) such as safety goggles, safetyshoes and safety gloves when necessary. Suitable workshop attire is required whenperforming 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 toequipment and vehicles.

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

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 asworkshop manuals and technical service bulletins for detailed and up to dateinformation about a specific test or repair procedure.

This publication is for training purpose only. Refer to the Technical Documentation of theMaserati Service Dept. for up-to-date, comprehensive technical information for servicepurposes.

The information contained herein is subject to continuous updating. Maserati S.p.A. is notresponsible for consequences arising from the use of out-of-date information.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 inthis 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, pleasewrite to [email protected]

Quattroporte V8 Maserati Academy

Introduction

Content

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Course information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

50 years of Maserati Quattroporte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5An Italian icon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Quattroporte I (Frua). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Quattroporte II (Bertone) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9Quattroporte III (Giugiaro) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11Quattroporte IV (Gandini) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Quattroporte V (Pininfarina) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

Vehicle walk around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23Concept. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23The new Quattroporte compared to its predecessor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53A look under the bonnet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

Creation of the new Quattroporte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55A project born in Modena . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55Officine Maserati Grugliasco (OMG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56New quality standards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Genuine Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59Indoor car cover and Outdoor car cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59Anti-stone chipping film (side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59Winter mats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59Luggage set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Child seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Luggage compartment mat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Luggage compartment net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Car care kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Windscreen water repellent treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Battery charger and maintainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Jumper cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Emergency kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Snow chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Valve caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

1

Introduction

Maserati Academy Quattroporte V8

Preface

The launch of a new Quattroporte is always a special moment for Maserati and for everyonethat is in some way or another connected to the Maserati brand. This all new car, carryingmodel code M156, represents the sixth generation of Maserati’s flagship saloon in a time spanof half a century.

The new Quattroporte is the first of a series of completely new models that is planned to belaunched in the near future, and in many ways it is different from the M139 generationQuattroporte that it replaces. The larger exterior dimensions and the more spacious andluxurious interior put it higher in the market, and it comes available with a range of differentdriveline options. The range of brand new V6 and V8 engines, all offering direct fuelinjection and turbocharging, represent the latest technology in engine design; and for the firsttime in the Maserati’s history the choice of all wheel drive is offered. Also aspects like chassisand suspension design are all new, as well as the vehicle’s electrical system. Many of the systemsand components that appear in the new Quattroporte will find their way into Maserati’s futuremodels.

This document describes the Quattroporte in its configuration available at the moment oflaunch: with V8 twin turbo engine and rear wheel drive. This training handbook is intended fortechnicians of the Maserati service organization, and gives an overview of all the vehicle’stechnical aspects and features. Together with the practical course exercises, it aims to providethe Maserati service technician with the necessary background knowledge and the rightconfidence to carry out repairs and service operations on this new car.

2

Introduction


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 todaypreparing itself to become a major player in the luxury car segment. A new generation ofvehicles, to start with the all new M156 Quattroporte, will play a significant role in thereinvention 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 changingcustomer needs. Competition in this segment of luxury automobiles is stronger than everbefore, and customer satisfaction has become a number one priority. The need to adapt to thisreality 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 ofvehicles, the Maserati Academy team has the clear intent to radically improve the quality ofyour training. The first tangible evidence of this is what you have in front of you right now: Acompletely 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 padsand student worksheets for practical exercises, all brought together in a beautifully customizedring 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 acomplete review of the content. Better quality images and diagrams, lots of DMU (Digital Mock-Up) exploded views, and a better structured page layout that makes it easier to retrieve contentfrom the finished work!

Of course this is just the first step in improving the Maserati training documentation, andwithout doubt there are still many areas of development left. We are therefore very happy toreceive your comments and suggestions at the following designated e-mail address:[email protected]

In the meantime we wish you every success with this training!

Hans Peeters

training developer Maserati Academy

3

Introduction


Course information

Course title Quattroporte V8 (M156), Technical Presentation

Course type New model training

Course delivery Trainer-held training with combined classroom lecture andworkshop practice

Course duration 4 days

Target group All Maserati service technicians

Prerequisites for participation There are no specific prerequisites to attend this training. It ishowever assumed that the student has a good level ofknowledge of auto technology, both regarding mechanicsand electronics, and is familiar with technical terminology

Available languages English, Italian, French, German, Spanish, Chinese, Japanese

Course materials Course handbook composed of 5 booklets, complimentarynote pad, ring binder and storage box

Extra materials Student worksheets for practical exercises

Course objectives The goal of this training is to become familiar with thetechnical aspects of the new vehicle and its various featuresand contents.After the completion of this course, the technician shouldhave sufficient knowledge of the vehicle to be capable ofperforming maintenance, basic diagnostics and repairoperations.

Verification Multiple-choice type final test, taken at the end of thetraining session

More copies of this training document and related articles can be obtained through theMaserati Parts Dept.

Refer to the table below for related part numbers:

Article Part number

Course handbook complete, English 900000235

Course handbook complete, Italian 900000236

Course handbook complete, French 900000237

Course handbook complete, German 900000238

Course handbook complete, Spanish 900000239

Course handbook complete, Japanese 900000240

Course handbook complete, Chinese 900000241

Maserati Academy ring binder with storage box 900000231

Maserati Academy note pads (20 pieces) 900000232

Maserati Academy pens (50 pieces) 900000233

Maserati Academy shopping bag 900000234

4

Introduction


50 years of Maserati Quattroporte

An Italian icon

“Chi sa se un giorno lo facciamo anche noi una berlina” “Who knows if one day we will alsoproduce a saloon car”. These were the words of Commendatore Adolfo Orsi in the autumn of1958, in response to one of his engineers during a test of a 450hp Maserati V8 inboardpowerboat engine. The engineer commented that a powerful engine like this would be anideal 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 beforethe first Quattroporte appeared on the scene in 1963.

Initially Omar Orsi, son of Adolfo and in charge of Maserati’s daily operations, and chiefengineer Giulio Alfieri were opposed to the idea of building a 4-door saloon. In their opinion itdid not match with the company’s philosophy of producing automobiles in the Gran Turismotradition. However Adolfo Orsi was convinced that there would be a market for a vehicle thatoffered the highest levels of luxury and comfort for 4 passengers, just like the saloons producedby Jaguar and Mercedes, but combined with performances aimed at true Gran Turismo levelslike Maserati cars of the time. A combination like this had never been seen before! Giulio Alfieriset to work on the project and the result was presented to the public during the Turin motorshow 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 acommercial success story for Maserati.

More generations have followed for the Quattroporte during the next five decades, each ofthem having their own distinct character and representing a particular era in the history ofMaserati. Quattroportes through the ages have been styled by the world’s most famous cardesigners, 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 Quattroporteas their favourite automobile. What follows on the next few pages is a short overview of thefive generations of an Italian icon, the Maserati Quattroporte.

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

5

Introduction


Quattroporte I (Frua)

Inspired by the success of its Gran Turismo cars, Giulio Alfieri started to work in the early 1960’son a completely new project. The first prototype of the all new Quattroporte was shown atthe Turin motor show in November 1963, and production started in 1964. With this 4-doorsaloon, Maserati entered a road it hadn’t been down before, with elegance, refinement, powerand performances at the same level as the other Trident products. The V8 engine was derivedfrom the unit used in the mighty 450S race car and formed the basis for a complete range of V8Gran Turismo vehicles during the 1960’s, 70’s and 80’s. With a top speed of over 230 km/h, itwas the fastest production saloon car of the time. The design was from Pietro Frua, inspired byhis 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 technicalsolutions 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 Maserati’s successful racecars of the time. This first generation Quattroporte was used by famous Italian movie stars likeSofia Loren and Marcello Mastroianni.

Quattroporte I, second series

For 1966 the Quattroporte underwent a small restyling, referred to as the second series. Thesecars can be recognised by their double round headlights that replaced the rectangular unitsof the first series, a modification that was necessary for USA homologation. With thesecond series came also the option of a more powerful 4.7L engine, in addition to the existing4.1L version. In addition, the De Dion rear axle of the first series construction was abandoned infavour 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 thehigh levels of interior noise when driving over typical Belgian pavé roads. Results of varioustests carried out with a traditional rigid rear axle from the Mistral fitted to the Quattroporteshowed that under these conditions the interior noise could be reduced by around 20dB.

6

Introduction


Quattroporte I – data sheet

Model type AM 107

Designer Pietro Frua

Maserati era Orsi family

Engine 90° V8 4.136cc, 260hp (series 1 & series 2)90° V8 4.719cc, 290hp (series 2)

Transmission Manual 5-speed gearboxBorg Warner automatic 3-speed gearbox (option)Optional limited slip differentialDe Dion rear axle (series 1), live rear axle with leafsprings (series 2)

Top speed 230 – 255km/h

Production years 1964 – 1966 (series 1)1966 – 1969 (series 2)

Production numbers 776

The second series of the first generationQuattroporte can be identified by its double roundheadlights.

A curious detail: 5 Quattroportes were convertedinto pick-ups by coachbuilder Grazia of Bolognaand were used as fire tenders on the Italianrace tracks.

7

Introduction


Quattroporte II by Frua

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

8

Introduction


Quattroporte II (Bertone)

The second generation of the Quattroporte saw the light in October 1974, and conceals one ofthe obscurest periods in Maserati’s history. The car was developed under Citroën’s ownershipand was technically almost identical to the Citroën SM.

Its technical layout was front wheel drive with the engine behind the front axle and the manual5-speed gearbox in front overhang. The influence of the French school was further reflectedby 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 itsperformances were behind on the first generation Quattroporte and the car was unloved byMaserati purists, who did not recognise the traditional Maserati ingredients in this model.Nevertheless the Quattroporte II was very comfortable, well-equipped and well-built, andoffered an excellent ride. Its Bertone-designed body was modern and well-proportioned givenits considerable length of 5,2m.

Unfortunately, the early end of the agreement with Citroën in 1975 and financial problemshampered the launch of the Quattroporte II. In fact, the model has never been homologatedfor the European market. Only 12 units were produced in its three years of production and theywere all sold to the Middle East.

Quattroporte II – data sheet

Model type AM 123

Designer Bertone

Maserati era Citroën

Engine 90° V6 3.0L, 210hp

Transmission Manual 5-speed gearbox, front wheel drive

Top speed 200km/h

Production years 1976 – 1978

Production numbers 12

9

Introduction


Medici I (1974) & Medici II (1976)

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

10

Introduction


Quattroporte III (Giugiaro)

The third generation of the Maserati luxury saloon was first presented in 1976 but productiononly started in 1979. It was meant to make up for the Quattroporte II fiasco. Alejandro deTomaso, who disliked Citroën, discarded all Citroën technology used on the Quattroporte II.Mechanical parts came from the Kyalami and the Quattroporte had again a V8 engine and rearwheel drive. The impressive body of the Quattroporte III was designed by Giugiaro who usedremarkably 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 enginecapacity was increased from 4.1L to 4.9L. The third generation Quattroporte has been used bytenor Luciano Pavarotti and former Italian president Sandro Pertini amongst others. It alsoappeared on the silver screen in a number of Hollywood movies, such as “Rocky III” (1982), “TheFly” (1982) and “The Dead Zone” (1983). A limousine version with a 65cm extended wheelbasewas built in 1986 by engineer-designer Salvatore Diomante from Turin.

11

Introduction


Quattroporte Royale

At the beginning of 1987 an upgraded version called “Quattroporte Royale” was addedalongside the normal Quattroporte. This version offered a more luxurious interior and a morepowerful 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 until1990.

Quattroporte III – data sheet

Model type AM 330

Designer Giorgetto Giugiaro

Maserati era Alejandro de Tomaso

Engine 90° V8 4.1L, 255hp90° V8 4.9L, 280hp90° V8 4.9L, 300hp (Royale)

Transmission Manual 5-speed gearbox (option for Royale)Chrysler automatic 3-speed gearbox (option, standard forRoyale)


Production years 1979 – 1984 (4.1L), 1985 – 1990 (4.9L), 1986 – 1990 (Royale)

Production numbers 2,155

12

Introduction


Quattroporte IV (Gandini)

The fourth generation of the Maserati Quattroporte was presented at the Turin motor show inApril 1994. It was the first Maserati to be presented under full Fiat ownership. The sober butelegant 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 verycompact but its performances were at true Gran Turismo level: a top speed of 260kmh andacceleration from 0 to 100 km/h in less than 6 seconds. From 1996, the Quattroporte was alsomade available with the 3.2L 32-valve V8 engine from the Shamal, which improvedperformances even further, and fitted with 17” light alloy wheels. Standard was a 6-speedgearbox from Getrag, but an automatic 4-speed transmission from ZF (V6) or BTR (V8) was alsoavailable.

13

Introduction


Quattroporte Evoluzione

When in July 1997 Ferrari took over control of Maserati, one of the main objectives was toradically improve the quality of the vehicles. Although it was widely renowned for its excellentdriving qualities, the Quattroporte suffered since its introduction from reliability problems.Measurements taken were a complete revision of the production process and hundreds of theQuattroporte’s components were redesigned in order to improve quality. The result waspresented in 1998. These revised Quattroporte’s can be recognised by an “Evoluzione” badgeon the front wings.

Quattroporte IV – data sheet

Model type AM 337

Designer Marcello Gandini

Maserati era Fiat

Engine 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)

Transmission Manual 6-speed gearboxAutomatic 4-speed gearbox (option)


Production years 1994 – 19981998 – 2001 (Evoluzione)

Production numbers 587 (2.0L V6), 668 (2.8L V6), 415 (3.2L V8), 200 (2.0L V6Evoluzione), 190 (2.8L V6 Evoluzione), 340 (3.2L V8Evoluzione)Total production of all versions: 2,400

14

Introduction


Quattroporte V (Pininfarina)

Quattroporte Duoselect

While the Quattroporte IV was a compact sports sedan, the fifth generation Quattroportemarked Maserati’s return to the upper premium segment, in the spirit of the first generationQuattroporte of 1963. The Quattroporte V combines sumptuous interior space and the highestlevels of comfort with a true sports heart. A powerful dry-sump V8 engine, mounted wellback in the chassis, and a robotized transaxle transmission allowed perfect weight distributionand excellent dynamic qualities. After its launch at the 2003 Frankfurt motor show, theQuattroporte became an instant commercial success for Maserati and has won numerousawards. This is partly thanks to its astonishing Pininfarina-designed bodywork.

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

15

Introduction


Sport GT & Executive GT

Presented at the Frankfurt motor show in September 2005, The Quattroporte Sport GT (picturebelow right) was created to meet the demands from customers who desired greaterperformance and sportiness from the Maserati flagship. The Sport GT had the following specificfeatures: Skyhook sports suspension and specific 20” wheels, cross-drilled brake discs, a fastergearshift strategy, a specific exhaust system for a more intense sound and various external andinternal aesthetic features.

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 wereat their highest and most exclusive. Standard features included: Alcantara roof upholstery,leather and wood steering wheel rim, rear seat heating, ventilation and massage functions, rearwindow curtains, rear stowable wooden tables and rear seat commands for the climate controlsystem. Technical differences remained limited to newly designed 19 inch rims with a ballpolished finish. Both Executive GT and Sport GT versions co-existed with the standardQuattroporte model.

Quattroporte Automatic

The most important technical evolution for the Quattroporte came with the introduction of anautomatic transmission version at the 2007 Detroit motor show. While the Quattroporte withDuoselect transmission has proven to be an ideal match for Maserati’s sporty reputation, therehad always been a demand for a fully automatic version. The Quattroporte Automatic is muchmore than a Quattroporte simply fitted with a new gearbox. From the 16.500 components ofwhich the Quattroporte is made, 4.800 were new. The powertrain was completely new togetherwith 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 Automaticwas made available in standard version as well as Sport GT and Executive GT. The Sport GT waslater 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 vehicle’selectrical system as well as a more efficient HVAC system.

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Introduction


‘Maseratirundum’ by Pancrazzi

Created by Luca Pancrazzi, one of Europe’s leading artists, ‘Maseratirundum’ is aQuattroporte that is covered in 800Kg of shattered glass that breaks up light andreflections, shape and form. Pancrazzi says that the glass, which is applied in a uniqueprocess he has created, reveals a realm of hidden depths and archetypes of concealedworlds.The Maserati Quattroporte-based artwork was created to represent Italy at the secondMoscow Biennale of Contemporary Art that ran from 3 March till 3 April 2007. It was thecentre piece for Italian design and art that demonstrates the style, elegance and vitality ofItaly.At the end of the Moscow Biennale the artwork was on display for several weeks atMaserati‘s factory showroom in Modena.

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Introduction


Quattroporte Sport GT S

The Quattroporte Sport GT S was presented at the 2007 Frankfurt motor show to replace theSport GT, and was available with automatic transmission only. The Sporty character of the SportGT was further enhanced with a number of new features: modified suspension with a single-rate 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 toenhance the model’s sporty character.

Quattroporte Collezione Cento

The Quattroporte Collezione Cento, of which just 100 units were produced, was conceived forthose who seek the last word in luxury. Original design solutions combine elegance andtraditional Maserati comfort with cutting-edge technology. This special version of theQuattroporte was presented at the Detroit motor show in January 2008 and were all fitted withautomatic transmission only.

The Quattroporte Collezione Cento features various specific items: a new ivory exterior paintwith contrasting pin striping, chrome honeycomb grille and side vents, ball-polished rimsand silver coloured brake calipers, a new distinct tan leather interior with capitoné work andwenge wood inlays. The most remarkable specific feature of the Collezione Cento ishowever what it offers to the rear passengers: complete mobile office and entertainmentfacilities that include 10.4” touch screens with office, internet, audio and video-DVD functions.

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Introduction


Quattroporte Bellagio

The Quattroporte with its unique combination of performance and practicality has duringits career inspired many to create special variants of Maserati’s flagship.One of the most remarkable attempts to fabricate a new derivative of the Quattroporteconcept was without doubt the Bellagio, a station wagon with a fastback-like silhouettebased on the Quattroporte V and created by Italy’s revered Carrozzeria TouringSuperleggera. This coachbuilder has longstanding links with Maserati, and bodied thelegendary 3500GT, one of the greatest grand touring cars of the past.The Bellagio was presented in 2008 at the prestigious Concours d’elegance Villa d’Este onthe shores of Lake Como, and was more than just a pure design exercise. CarrozzeriaTouring Superleggera actually produced the car, albeit in limited numbers and alwaysupon customer request.

Quattroporte & Quattroporte S (restyling)

Five years after its launch and with more than 15.000 vehicles produced, Maserati’s highlysuccessful Quattroporte saloon underwent a discrete restyling. Pininfarina has reworked theMaserati flagship without affecting the purity and elegance of its original design. The newfront and rear gave the car a more fresh and modern appeal while at the same time enhancingthe connection with its GranTurismo sister model. The new model introduced adaptive swivelfunction for the headlights and more modern looking taillights using led-technology.

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Introduction


Also the interior was updated with a new and more user friendly entertainment and satellitenavigation system, with the addition of some new interior colours. Under the bonnet, the classic4.2L 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 fromZF only.

Quattroporte Sport GT S (restyling)

“A sports car in black tie”, with these words the international press praised the latestQuattroporte variant after the first road tests. The Sport GT S is the most exciting combinationof luxury sedan and performance sports car that Maserati has ever produced. Thanks to arevised intake and exhaust system, its 4,7L wet sump engine liberates 10 more horsepower thanthe Quattroporte S model. The Sport GT S has a lowered ride height and specific single-ratedampers 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, darkwindow mouldings, dark oval exhaust pipes and painted door handles.

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Introduction


Quattroporte Sport GT S ‘Awards Edition’

Six years after its birth, the car that reinvented the luxury sport sedan segment continued toreceive accolades from the general public, automobile enthusiasts and the press. Maserati hastherefore 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 awardsfrom the most prestigious automotive and lifestyle publications in fourteen countries fromfour continents.

The Quattroporte Sport GT S “Awards Edition”, based on the Quattroporte Sport GT S, wascreated to combine in one car all the features that have made the Trident flagship a benchmarkfor its segment.

A new Quarzo fuso finishing – a pearlescent metallic grey with golden nuances – was createdexclusively for this model. A burnished treatment was used on the exterior chrome parts whilethe 20’’ Multi Trident dark grey rims had a satin finish and the brake calipers were hand-polished.

The Poltrona Frau leather of the seats was combined with perforated Alcantara with a newridged pattern. Completing the interior space were the special brushed aluminium door sills andPiano Black satin-finish wood mouldings. A special exterior “Awards Edition” series platecompleted the car’s look and made an already unique car even more unmistakable.

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Introduction


Maserati Quattroporte V8 Superstars champion

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

Quattroporte V – data sheet

Model type M139

Designer Pininfarina

Maserati era Ferrari

Engine 90° V8 32v 4.2L dry sump, 400hp (Quattroporte Duoselect)90° V8 32v 4.2L wet sump, 400hp (QuattroporteAutomatica, Quattroporte restyling)90° V8 32v 4.7L wet sump, 430hp (Quattroporte S,restyling), 440hp for MY1390° V8 32v 4.7L wet sump, 440hp (Quattroporte Sport GT S,restyling), 450hp for MY13

Transmission Robotized mechanical 6-speed gearbox, transaxleconstruction (Duoselect)Automatic 6-speed gearbox from ZF (other versions)


Production years 2003-2008 (Duoselect)2007-2008 (Automatica)2008-2012 (restyling)

Production numbers 10,639 (Duoselect), 6,050 (Automatic), 667 (Sport GT S),2021 (Restyling 4.2L), 4032 (Restyling S 4.7L), 1721 (RestylingSport GT S 4.7L), 126 (Awards edition)Total production of all versions: 25,256

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Introduction


Vehicle walk around

Concept

With the sixth generation Quattroporte, Maserati puts a firm foot on the ground of super-luxury saloon cars. It offers comfort, interior space and practicality that are class-leading,combined with typical Quattroporte ingredients like performance, driving involvement, designand refinement for which the Trident brand has always been famous. In short, the uniqueselling 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 conveyabsolute harmony with the best balanced proportions in the segment. Exquisite style for theexterior 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 stunningperformance and of the highest speed of any V8 powered saloon, 307Km/h.

Highest level of passenger roominess and comfort: the New Quattroporte marks a hugeevolution in comparison to the previous model in terms of overall dimensions and especially ofroominess for the rear passengers. The long wheelbase of the Quattroporte allows it to reachbest-in-class comfort compared to its competitors that almost all have a shorter wheelbase, andmatches that of the extended (LWB) versions of these competitors. The bigger dimensionsmake it the new benchmark in its segment (+ 77mm in width; + 6mm in wheelbase; + 18mm inlength versus the Mercedes Benz S Class LWB). The rear passengers have now 105mm morelegroom at their disposal compared to the previous Quattroporte, and even the luggagecompartment capacity has grown with an additional 103L.

The growth in size has not been accompanied by a weight increase, indeed the weight is now90kg less compared to the previous Quattroporte. The weight distribution remains balancedalso with new architecture and is almost 50-50% with the driver present. This goal was reachednotwithstanding the repositioning of the fuel-tank (more forward) to give more luggagecapacity, the wheelbase increase, and the increase weight in the front due to the use ofintercoolers and bigger radiators.

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Introduction


"Maserati stands today at the edge of an unparalleled strategic and industrial growth thatwill see our presence in the world rise to 50,000 units a year by 2015. This growth is achallenge for which Maserati has carefully prepared itself and that we all welcome withanticipation.It is a growth based on those values of style, elegance, quality and performance for whichMaserati has always been recognized and praised in almost 100 years of history. Thisexciting progression will make the new Maserati a true global player with two newproduction 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 twonew segments of the automobile market - and it starts with the all-new 2013 MaseratiQuattroporte."

Harald Wester, Maserati CEO

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Introduction


The new Quattroporte compared to its predecessor

• Lower fuel consumption. 11,9L/100km on the combined driving cycle represents animprovement 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 0,3sfaster than the MY12 Sport GT S, the fastest of the previous generation Quattroporte. Theacceleration to 1km from a standing start is with 22,7 seconds an improvement of even1,4 seconds.

• Higher top speed. The maximum speed of 307km/h is an impressive 20km/h faster than theMY12 Quattroporte Sport GT S.

• Reduced NVH. High attention has been paid throughout the design of the entire vehicle inorder 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 orderto keep them out of the reach of driveline vibrations.

• More equipment. Including touch controls for audio, navigation, climate control andmultiple vehicle settings, premium and high-premium sound systems, on-board WIFIand multi-media connectivity, large rear video screens and DVD player, a full four-zoneclimate control option, and much more.

• Reduced weight. A 90kg weight reduction compared to the previous Quattroporte, thanksto 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 than100L increase compared to the previous Quattroporte.

• Reduced Cx. The drag coefficient of only 0,31 is an improvement of 12% compared to theprevious Quattroporte.

• Larger exterior dimensions. The new Quattroporte is longer (+ 166mm), wider (+ 63mm)and higher (+ 58mm) than the previous generation Quattroporte.

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Introduction


• Increased practicality. Thanks to new features like keyless entry and keyless go, 40/60split-folding rear seats and ample stowage areas in the interior.

• Longer wheelbase. The wheelbase, increased by more than 100mm, is one of the longestin its category.

• Reduced emissions. 278g/km CO2 on the combined driving cycle is an improvement ofmore than 20% compared to the previous Quattroporte.

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Introduction


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

coupélike 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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Introduction


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Introduction


“The new Maserati Quattroporte is a high-performance sports luxury sedan thatreinterprets the design features of classic Maserati cars in a contemporary designlanguage. Its style was born out of the guiding design principles of Maserati: harmony ofshapes, dynamism of lines, Italian elegance. More generous in size when compared to theprevious 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 styleand functional features were introduced: the strong belt line that runs through the entireside of the car giving the new Quattroporte a look and feel that is at once muscular andelegant with frameless doors and three side windows.Inside, the design of the Quattroporte aims at essentiality, stressing the simplicity of linesand the full functionality of the on-board instrumentation. Functional elements areblended with soft quality surfaces made of prestigious woods and refined leathers."

Lorenzo Ramaciotti, Head of Maserati Design Center

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Introduction


Exterior colours

The colour range is completely new. Eight colours will be available for the launch: White andBlack (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 andLED daytime running lights. The headlights have integrated adaptive front lighting system(AFLS) as standard equipment which, thanks to the automatic adjustment of the headlightdepth, activated by the driver, provides an outstanding view of the road with very low dazzlefor oncoming traffic.

The New Quattroporte's bi-xenon headlights combine technology and style with secondaryfunctions entirely in LED. The headlight unit includes:

• LED daytime running lights which offer a high degree of recognition in both day andnight driving, while also acting as position lights.

• A Bi-xenon headlight with integral AFS module for a better automatic management of thelight 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 intothe headlight moulding.

In addition, the New Quattroporte's headlights offer a beam control system designedspecifically 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 beamactivation. This solution was conceived with safety and utility in mind. The uniform, intensebeam, combined with automatic adjustment of the headlight depth and width, providesan outstanding view of the road in all conditions with very low dazzle for oncoming traffic.

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Introduction


Full LED tail lights

The tail lights have been designed in order to offer maximum visibility and to have arecognizable style. These full LED lights integrate the position light function in an illuminatedring running right around the tail light itself. Inside this ring are the STOP lights, thedirection indicators, reversing lights and fog lights. The unit is rounded off by the outsidereflector and side LED position lights.

The tail lights, in their fixed section on the side panel, are integrated into the mudguard. Theyare completed by the luggage compartment lid, flowing into the license plate holder. The latterhas 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 thevolumes and improves the Quattroporte's aerodynamics.

The central section is crossed by a concave surface which lightens the bulk of the rear end andhouses the reflectors at each end. In the back the V8 has trapezoidal terminals with two doublepipes in polished steel.

Rims and tires

A choice of 4 new wheel designs is available at launch of the Quattroporte, ranging from 19” to21”. As standard the New Quattroporte features 7-spoke, 20’’ wheel rims in large grain metallicanthracite with contrasting diamond-polished edges.

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Introduction


Brake calipers

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

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Introduction


Interior

The interior of the new generation of Quattroporte unites refined, clean styling with a timelesssporting character and high technology. The interior has a streamlined, wraparound form,which gives the dashboard and tunnel an unprecedented feeling of lightness. The dashboardfeatures 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 partof the central tunnel, completely covered in wood, also reflects the prestige of the newMaserati flagship; to round out the abundant use of premium woods, the front and rear doorpanels are finished with contrasting inserts. The client can choose between modern woods withopen grain, lacquered woods and a sporting carbon finish.

The leather seats are comfortable and luxurious. In the rear, the roomy, comfortable 3 seatbench has excellent leg room, once more among the most spacious designs in its class. Tohighlight the attention paid to providing outstanding comfort and prestige, two individualseats have been developed, featuring ventilation and electrical movement, designed to offerunbeatable relaxation during long working trips.

The interior is completed with chromed detailing and brushed aluminium panels, such as thesurround of the “Maserati Touch Control”. The gear selector and the steering wheel paddlesmade of cast aluminium. The on-board equipment features white backlighting, with asports style instrument panel, where the technological white is accented by the red tips of theengine rpm speed dial indicators.

Even at night, the interior stands out thanks to its highly refined white, night design lightingwhich offers relaxation in an interior designed to evoke the comfort of home.

The New Quattroporte, while providing an exceptional degree of personalization with a vastrange 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 standardequipment.

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Introduction


One objective of the New Quattroporte was clear right from the start: to offer not just comfortin terms of materials, but also in terms of the space available to the occupants. Specialattention has been paid to the rear passengers, and the legroom available to them is amongthe 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 glovecompartment, 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 armrestalso has a storage compartment. All four doors have spacious storage pockets. And last but notleast, there is the luggage compartment, with in excess of 500L of space, interior lighting, a12V socket and a height adjustable side net.

On the New Quattroporte the upper and lower dashboard and the interior upholstery arewrapped in fine Poltrona Frau leather, with its combination of softness and strength. Thestandard equipment includes heated front seats with 8 way electrical movements and 4supplementary adjustments for the lumbar area, as well as an adjustable pedal box (only for lefthand drive markets). The driver's seat has two seat position memories. The three rear seats areheated and the rear door panels feature electrical sun blinds, along with the rear windowsun blind.

The rear armrest has a USB socket for charging mobile devices and also has two foldaway cupholders.

The rear seats are also practical: they can be folded down in a 40/60 pattern, thus allowing longobjects to be stored in the back.

The interior offers numerous technological devices controllable directly from the steering wheelor using the large touchscreen display at the centre of the dashboard (8.4” Maserati TouchControl) together with the 7” display at the centre of the instrument panel, These systemsinclude navigation, audio and video DVD player, Bluetooth, audio streaming and Apple devicecompatibility with the system's Apple microprocessor, 10 speaker, 760 W audio system, USBand Aux-In connections, and an SD card reader.

The New Quattroporte has been designed to be excellent in every way and easy to use.

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Introduction


All on-board electronics are designed to have a user friendly interface without overloading theinterior with controls. The dynamic information is displayed on the 7” TFT display at the centreof the instrument panel and can be controlled with the steering wheel controls. Other on-boardsettings 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 selectorlever.

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Introduction


Seats and functionality

The seats of the New Quattroporte, with their ergonomic, wraparound form, provideoutstanding 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, backrestand seat angle. The lumbar support, with a further 4 adjustments, is also fully electric andwith its continuously adjustable supports, gives exceptional comfort and support for both thedriver and passenger.

The controls positioned on the seat base and are designed to follows the profile of the seatitself, thus making it easy to understand. To offer the client total flexibility in adjusting thedriver's position, the pedal box also has a 2 way electrical adjustment, which rocks it up anddown, thus providing the perfect fit for the lower limbs. The pedal control is positioned in thelower front area of the driver’s seat. The driver seat features two memories: once the clientselects his preferred seat, pedal box, steering column and external rearview mirror settings, hecan save them for future convenience.

The New Quattroporte's front seats are heated; the heating can be set to two levels, selectedwith 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 aconcealed cigar lighter; it also houses a compartment for mobile phones as well as USBand Aux-in connections for portable devices. The tunnel has an integral armrest, which openslike two wings with a spring assist; it contains a large lit compartment with two further cupholder and a 12V power socket; it also has a ventilation outlet, which allows air conditioning tocool the interior when desired.

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Introduction


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 andUSB 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 theleather covered strap, one can partially or fully lower the backrest, thus greatly increasingthe already generous loading space. Finally, the seats are equipped with ISOFIX fittings, theuniversal childseat mounting system.

Two individual rear seat option

If you want the maximum in comfort for the rear occupants of the New Quattroporte, there isthe rear comfort seat system, with two individual chairs separated by an console unit and woodinsert matching the rest of the interior.

The two rear seats, upholstered in Frau leather, like the rest of the interior, enhance rearoccupant comfort and give the car a highly sumptuous and elegant look. The rear passengershave ample legroom and wraparound seats with electrical seat and backrest adjustments, for acompletely relaxed position. This configuration of seats includes heating and ventilation,combined with a very soft perforated leather. Comfort is completed by the 4 zone climatecontrol system, with display for separate temperature control. The main controls are includedon a digital panel mounted on the central armrest between the two seats. In this two seatconfiguration, the front passenger seat can also be moved to further extend the legroom of thepassenger seated behind it. Another element in this configuration is the USB socket with powersupply 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 a12V power socket and cigar lighter. The large compartment under the armrest is illuminatedand supplies fresh air through a ventilation outlet. The rear shelf is covered in leather as a finaltouch of elegance.

Rear tables

The two rear tables (requiring the optional full leather interior) are designed, with theirpantograph opening mechanism, to provide a large supporting surface.

Finely covered with Frau leather, they provide a handy support for laptops, documents orwhatever else one may wish to use during a working trip.

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Introduction


Sun shades

The electrical rear side shades provide privacy and protect against direct sunlight. They arecontrolled with the window controls; pressing the button makes the shades extend from thedoor panel and slide down the glass window to prevent outsiders glimpsing into the car'sinterior. The button has two levels of operation; the first raises/lowers the window; the secondcontrols both, one after the other. The rear window shade offers privacy and reduces directsunlight. It is controlled both from the rear control panel under the air ports, and by the driverwith the MTC display.

Glove compartment

The New Quattroporte is equipped with a number of spacious glove compartments, designed toallow the occupants to store objects they most frequently use during their trip, and coveredwith tactile materials. There is a deep glove compartment in the dashboard on the driver's sideand a large drawer on the passenger side. The tunnel houses, along with its two foldawaycup holders, a compartment for external connections (Aux-in and USB). Integrated into the endof the tunnel is a large* armrest with soft-opening mechanism, which is climate controlledand illuminated and holds a 12V power socket and two additional cup holder. The front andrear door panels also have open storage pockets. For the rear passengers, unless otherwiseequipped, there are two pockets in the front seat backrests, a small open compartment underthe central ventilation ports** and a capacious compartment under the leather clad armrestcontaining 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 replacedby the system control panel.

Sun roof

Sun roof: to give even more light to the interior, the New Quattroporte can be fitted with asunroof in tinted single-ply safety glass, with a manual sunshade. The roof can be tilted oropened 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 TheMaserati Quattroporte offers the option of an ashtray designed with the same care andattentive choice of materials. The ashtray, with its satin finish aluminium lid, has been designedto be held by the car's cup holder.

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Introduction


Night Ambient lighting

The interiors of the New Quattroporte not only feature unique styling and prestigiousmaterials, but also use light to further enhance the look of the interior and the quality of theoccupants' experience when driving in the dark. The system uses an optical fibre running alongthe dashboard and the doors and even in the door handle cavities and door pockets, to givethe interior a modern, elegant look.

White instrumentation backlighting

The New Quattroporte's instrumentation is backlit with white light; this cold, technical lightcontrasts with the warm, welcoming interior, even over the other backlit controls, and makesthem 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 separatereading lights. Along with these, two LED's concealed in the ceiling light give constant, softlighting for the area beneath them; even the foot area is illuminated. The brightness ofthe light can be adjusted with a dimmer.

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Introduction


Interior design, colours and customisations

The interior has a streamlined, wraparound form, which gives the dashboard and tunnel anunprecedented feeling of lightness. The dashboard is wide and clean, upholstered inleather 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 canchoose a modern open grain wood, where the grain and knots of the wood can be seenand felt; or a traditional, elegant lacquered wood; or, for a sophisticated, sporting look, gloss-finish carbon fibre. The dashboard has a large central insert available in a variety of thematerials. 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 thefront 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 theinterior very enjoyable, with the added pleasure of Italian styling. This is enhanced by thestandard equipment such as diffused ambient lighting, particularly effective when driving atnight.

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 thestandard configuration the Poltrona Frau leather, the epitome of Italian craftsmanship, bothin terms of the quality and us of the materials, is upholstered with embossed leather, whichprovides both visual and tactile pleasure.

An even more refined interior is available featuring an upgraded upholstery. This premiumquality leather is extremely smooth and soft. With this type of leather, the central section of thebackrests feature a “Y” design with double stitching, while the doors combine matchingstitching 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 theupper section of the backrest in Alcantara, with its soft touch, refined looks and excellentadherence to the body.

The roof lining of the cabin, normally in fabric, is also available in Alcantara. The Alcantaracovering of the roof, upper pillars, ceiling light surround and shades, lends the interior anuncompromising depth and refinement.

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Introduction


Interior colour combinations

The New Quattroporte, with its high number of interior colour combinations, as well asmaterials 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 areacoordinated with the central panel of the doors, the central tunnel and its armrests, and arecompleted by the carpet/carpet cover area and seats. The interior's style can be roundedout with a coloured roof lining, as well as with coloured inserts.

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

In combination with the upper area, the colours for the under dashboard area can be selectedfrom a wide range and coordinated with the door centre panels, the central tunnel and itsarmrests. For a single colour, uniform look clients can choose from Black, Testa di Moro andDove Grey. If a two tone interior is preferred, there the choice also includes light Beige andCuoio (leather) colour. The seats are normally available in the same colours as the underdashboard area, unless a two tone interior is chosen.

The New Quattroporte's seatbelts are available in 4 colours, coordinated with the carpetcolours.

Finally, the fabric roof lining is available in Black, Beige and light Grey. If the Alcantara option isselected, 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 Maserati’sclassical elegance, modern sophistication and sporting DNA.

These are the guiding concepts that led to the choice and creation of the interior inserts. Thefirst innovation is the use of two open grain woods, with their matt finish, rich in veins andknots, and a strong tactile sensation.

The standard trim is Erable (Maple), a classic and ever fresh wood: a natural wood with asophisticated knottiness, which perfectly matches a range of interior colours, with a high qualitygloss finish. There is also a wide range of optional trims.

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Introduction


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

As an alternative to the dark wood, a new light wood with open pore is available: Beige, afascinating “concept wood” has been created, with shadowy areas which make it even morealive and three dimensional, with its ivory colour, making it stylish and contemporary. Threeglossy lacquered finishes are also available.

A new, distinctive alternative is Tanganyika. This stands out for its wavy, soft movement (thefrisé 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 aconcept 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 andmodern. The New Quattroporte also features a glossy finish carbon fibre, we have opted for amore modern, sporty note, which perfectly suits sports-oriented black/leather interiors as well astraditional colour schemes.

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Introduction


Steering wheel and sports pedals

A full leather steering wheel is available as standard. The colour of the steering wheel can alsobe selected by the client; the 5 colours available are Black, Testa di Moro, Dove Grey, Beigeand Blue.

As an option the New Quattroporte can be fitted with a steering wheel in high quality leatherwith wooden or carbon fibre insert around its entire outer rim. Five woods are available for theinserts, 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 leathersteering wheels with wood inserts (not available for leather only or leather/Carbon Fibresteering wheels).

Brushed steel sports pedals are available to give the New Quattroporte's interior an even moresporty look, with rubber inserts for improved grip and featuring the oval Maserati logo. Thisoption 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 evenlarge luggage items.

It also features a 12V power socket, a lateral net for small objects, chrome plated eyelets forhooking on the load holder net and two internal lights. Under the load bed is a compartmentfor the OPT spare wheel and accessory equipment. The luggage compartment's carpet isavailable 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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Introduction


Attention to quality

A lot of effort has been put into the quality of the interior of the new Quattroporte. Thefollowing are just a few examples:

• All dashboard and other interior trim parts have been developed to have a considerablereduction of weight and an increase in rigidity. Both with the ultimate goal of overallweight reduction and improvement in NVH. All interior parts have been designed to havea resonance frequency of higher than 40Hz. This avoids powertrain and chassis vibrationsfrom being picked up by the vehicle’s interior. The door trim panels are made out of anatural 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 trimpanels, 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 externalrear view mirror supports, trim surrounding certain controls etc., have been applied with aspecific 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, thenatural wood veneer is applied over aluminium. This gives a solid and high qualityimpression when touching the fold-open covers on the central console. For the door trimpanels, the natural wood veneer is fixed on a plastic structure which has been injectedon the rear. This solution has been chosen to favour occupant protection in the event of alateral impact.

• Metal interior parts with soft polish finishing like the surrounding structure of theinfotainment system and the area around the gear selector lever are made of die-castzamak with galvanic soft-polish treatment. High-polish chromed parts on the door trimhave a plastic structure to favour occupant protection in the event of a lateral impact.

• All stowage areas (glove box, in central console, at driver’s side), have been trimmed witha high quality soft-feel material. Led-illumination is used inside stowage areas and cupholders. The stowage area at the driver’s side is designed to stow an umbrella and hasdouble led illumination, front and back. The stowage area in the central armrest (vehicleswith dual-zone climate control) and in the rear central armrest (vehicles with four-seatconfiguration) is refrigerated.

• The fold-away tables (optional) and video screens (optional) for the rear passengers areextremely robust and are mounted on a magnesium backrest structure of the front seats.

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Introduction


Technology

Powertrain

The innovative new twin turbo V8 engine, the perfect expression of Maserati tradition, providesthe highest performance available in the Maserati range, both in terms of maximum torqueand power.

The new generation of engines give the Quattroporte outstanding performance qualities, bothin initial pickup, in-gear acceleration and top speed, with the V8 recording the highest valuesin its class.

This all-new, innovative engine is an outstanding feature of the New Quattroporte, designedentirely in-house by Maserati and built by Ferrari, it is the most technologically advanced engineever used in a Maserati.

The new V8 has a capacity of 3.8 litres and produces 530hp with 650Nm of torque deliveredfrom 2,000 to 4,000 rpm. Thanks to its low inertia parallel twin turbo’s it is capable of astaggering over-boost torque delivery of 710Nm.

All Maserati engines have been carefully designed with highly refined technical solutions aimedat offering exceptional performance at all engine speeds, combined with attention toconsumption and emissions.

The new engines are equipped with high tumble cylinder heads and 4 timing variators, one oneach camshaft. This solution was refined by the Maserati Powertrain department to obtaingreater flexibility in valve lift management and optimal combustion control. The oil pump is anelectronically controlled, variable displacement unit and works on two levels for improvedconsumption and performance.

The new engine has two parallel low inertia twin-scroll turbo chargers to provide the highperformance expected of the engine while virtually eliminating turbo lag. One of the goals ofMaserati’s powertrain engineers during the development of this engine was to make it feel likea naturally aspirated engine, with a linear power delivery and capable of the highest enginespeeds. A sophisticated engineering solution has also been applied to the exhaust system whichis integrated with the turbochargers for a more compact, lightweight construction.

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Introduction


Another characteristic feature of the new Maserati engine family is the high pressure direct fuelinjection system (200bar). This very high pressure atomizes the fuel, thus improving the mixtureand optimizing combustion at high engine speeds. The complete system is controlled by thelatest generation Motronic engine ECU. This new engine is benchmarked versus the mainV8/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 bypneumatic valves, with two operating states. In Normal mode (key-on) the valves are shut up to3,000 rpm to give a comfortable and discreet engine sound. In Sport mode, selected with theSport button, the exhaust valves are opened to enable maximum engine performance and theunique Maserati engine sound.

The New Quattroporte uses the latest 8-speed automatic gearbox from ZF for precise controland 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 amodular transmission shaft and a mechanical limited slip differential. The transmission has twobasic user modes:

Auto-Normal (default): comfortable changing with fluid shifts; changes take place at lowengine speeds to increase comfort and reduce consumption.

Auto-Sport: sports changing with fast shifts; changes take place at high engine speeds withemphatic 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 shiftstrategy within the selected mode is determined by means of a sophisticated self-learningprocess. The transmission can also be completely controlled in Manual-Normal and Manual-Sport 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 thismode, the gearbox changes as softly as possible, both when changing up and down, and fuelefficiency is optimized.

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Introduction


"The innovative Maserati proprietary engines of the all-new Maserati Quattroporte haveall been designed and developed by Maserati and Ferrari engineers in the heart of Italy'smotor valley. As a matter of fact, they are going to be produced in the Ferrari plant inMaranello that has been synonymous with cutting-edge technology and passion for wellover 60 years.Passion is indeed the middle name of a whole new generation of Maserati engines thatwill equip the all-new Maserati Quattroporte and the models that will soon follow her onthe market. The passion and state-of-the-art technology that is at the heart of all the newMaserati engines that will be mounted on the next generation of Maserati products haveproduced engines that are not only more powerful than ever, or more exciting to drivethan 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 fewtechnical solutions that have never before been applied on a Maserati production car. Thevehicle’s chassis is a hybrid high strength steel and aluminium construction with front and rearsub-frame structures.

The suspensions are made out of aluminium throughout, including the shock absorbers anddome structures.

At the front, the choice of an upper double wish-bone configuration guarantees precise, lighthandling and direct steering. At the rear, the solution employed is a multi-link 5 barconfiguration of an innovative new design, with the aim of obtaining exceptional comfort andstability. Much effort has been put into keeping the unsprung masses as low as possible, withthe hub carriers front and all suspension levers made out of forged aluminium. Both at thefront and rear, the suspension is connected by a steel anti-roll bar designed to make thestructure more rigid and increase driving pleasure.

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Introduction


The new Quattroporte has aluminium gas shock absorbers with independent dynamic electroniccontrol.

The system monitors a wide range of parameters, including vehicle dynamics (speed, lateralacceleration, longitudinal acceleration), body and wheel movements, shock absorber dynamics(compression, extension, rod speed) and depending on the setting chosen by the client bythe dedicated button on the gear selector console, the system selects the ideal dampingconditions for the current handling situation, for each wheel separately. The car's independentsuspension control is one of the outstanding features of the New Quattroporte.

The servo-assisted system is hydraulic and prevents unpleasant resistance when turning thesteering wheel quickly. The power assistance is speed variable: this ensures light handling forlow speed manoeuvring and stability at high speeds. The steering box is constructed entirely inaluminium and developed for the specific architecture of the front suspension to enableprecise 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 withthe excellent heat dissipation characteristics that are not achievable with a traditional integraliron disc.

The partnership between Maserati and Brembo continues and for the new Quattroporte, theynot only contributed to configuring the overall performance of the system, but also to thedevelopment 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 thesystem and hence the braking surface enables better heat exchange, resulting in more efficientcooling and constant performance in sports use. The rear is fitted with 4 piston aluminiumcalipers with 350mm perforated discs.

Of course the braking system is complemented with integrated ABS, traction, and stabilitycontrol systems that are of the latest available generation and calibrated to match the drivingcharacteristics that are typical for every Maserati.

The braking system is further complemented with an electric parking brake (EPB): this solutionoffers enhanced functionality (Auto-apply, Pre-release, Dynamic brake) and liberates theinterior’s central console area of a mechanical parking brake lever.

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Introduction


"Refined technical solutions, an explicit attention to the most challenging targets in termsof performance, comfort, efficiency and safety - these are the key elements of the all-newMaserati Quattroporte.Maserati engineers have worked - with a competence matched only by their passion - inchassis designing and engineering, weight reduction, ergonomic enhancement to developa car capable of fitting different powertrain architectures and transmission configurationsfor the most diverse driving conditions but always maintaining Maserati's trademarkbest-in-class driving comfort.The results is the all-new Maserati Quattroporte, a luxury sports sedan that reaches newheights in terms of performance and handling, driving enjoyment as well as respect of theworld we live in: the best performance ever in the long history of Maserati's four-doorflagship sedan are matched by the unprecedented success in the quest for an eco-friendlyautomobile. All this done, of course, as you may expect from Maserati, in the spirit of themost 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 integratesmore than 40 ECU’s and electronic controllers that are interconnected by several high-speedcommunication lines. This permits the implementation of a high number of integrated comfortand luxury features without added weight and complexity. An overview of some of theQuattroporte’s outstanding technological features:

Touch screen head-unit display: using the MTC (Maserati Touch Control) with its 8.4" touchscreen 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 andconnection to external sources like mobile phones and Apple devices. Using the Aux-in and USBsockets or the SD card reader, the user can play music, watch films or view images. The MTCalso controls the front seat heating, as well as their ventilation, steering wheel heating and theoperation of the rear window shade. The MTC's menus have options for configuring the car'smain settings. The system's various menus are always available from the icons displayed atthe bottom of the screen.

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Introduction


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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Introduction


Wi-Fi Hot spot: the Wi-Fi Hotspot is a vehicle data connection system optional on the newQuattroporte. A WLAN router with a SIM card for data transmission receives signals from theinternet and allows wireless internet access while on the road. Wireless devices can connectsimultaneously, for example a laptop and two cellular phones. The In-car Hotspot systemsupports HSDPA, UMTS, EDGE and GSM.

New key and Keyless Entry/Keyless Go system: the Quattroporte has a new key, in a style tomatch the car itself. the body of the key is made out of polished aluminium, which makes itheavy, 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 thedoor unlock/lock buttons also raises/lowers the four windows.

A PANIC remote function is added (USA only): pressing this button twice sounds the horn/sirenand turns on the 4 indicator lights; it is designed to call attention to the car in case of anemergency.

The New Quattroporte includes as standard equipment a Keyless Entry/Keyless Go system. Whenthe car is parked with doors locked, it is sufficient to keep the key in the pocket and to placethe hand on the handle or luggage compartment button in order to unlock the vehicle. Thisgreatly facilitates getting into the car without the use of the remote control, and thesystem can be extended to the rear doors as well (option).

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Introduction


Inside the key’s aluminium body is an emergency key, which can be used to open the car ifpower is lacking.

Remote engine start (Middle East only): this system replaces the external lights function on theremote with a remote ignition function. Pressing the button at a distance of up to 150 metresfrom the car turns on the engine, along with the climate control function (cooling/heatingdepending 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 userain sensors to detect the intensity of precipitation, and automatically start the wipers. Theautomatic function can be cancelled via the MTC. The front windscreen wipers are fitted withheated washers mounted under the engine compartment lid.

Auto dimming rear view mirrors with integrated turn indicators: the external rear view mirrorsof the new Quattroporte are electro-chromatic type with electrical adjustment and automaticlowering when reversing, which helps the driver to see the edge of the pavement and anyobjects close to the side of the car. They also contain the LED direction indicators and a courtesylight on the surface of the glass.

The interior rear view mirror is electro-chromatic as well; this technology reduces the glare fromfollowing headlights to avoid dazzling the driver.

Climate control: the automatic two zone standard climate control system, thanks to its large airdelivery via 13 ventilation ports (4 of which are at the rear) and sunlight sensor, givesoutstanding performance for on-board comfort and a high level of maintenance of selectedconditions. 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 panelpositioned underneath the screen. Thanks to the 455 m3/h of air delivery, the system performsmuch better than its predecessor, cooling/heating the air much faster than before and easilymaintaining the set conditions.

The system is controlled by a number of sensors in the car; the humidity sensor detects thehumidity percentage in the passenger compartment and increases the flow from the defrosting/demisting ports when required. The sunlight sensor, on the other hand, regulates thetemperature of the air issuing from the ports in relation to the sunlight and outdoorstemperature.

Four zone climate control (optional): the automatic four zone climate control systemconsiderably increases on-board comfort for the rear passengers. Separate temperature controlis made possible by the control panel on the rear unit, which can also be used to change theair flow distribution; the driver can also modify the climate settings with the MTC in the frontof the car. The system has 15 ventilation ports, as follows: 1 demister on the windscreen, 4outlets on the dashboard, 2 on the joint between the front pillars and upper door surround, 2at the feet of the front occupants, 2 central ports on the rear console, 2 on the B-pillars and 2 inthe rear occupant’s foot area.

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Introduction


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 atfull throttle is nothing less than thrilling. The sprint from a standing start to 100km/h (62mph) iscovered in just 4.7 seconds, or 0,3 seconds faster than the MY12 Quattroporte Sport GT S; thekilometre from a standing start takes only 22,7 seconds, which is an improvement of 1,4 secondscompared to the most sporty variant of its predecessor.

These acceleration figures were up to a few years ago the exclusive territory of two-seatersupercars.

But possibly even more impressive is the Quattroporte’s top speed. It is capable of a maximumspeed, where possible and allowed, of 307km/h. This is an amazing 20km/h faster than theMY12 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, andone of the fastest cars on the road. Off course, these stunning performances call for a brakingsystem that is up to the task. And indeed, the Brembo performance braking package of the newQuattroporte 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 highwaycruising at 120km/h (75mph) in 8th gear the engine makes less than 1800rpm, favouring lowinterior noise and fuel economy – the fuel consumption is more than 20% reduced compared tothe previous Quattroporte – while exhilarating acceleration is always promptly available uponthe driver’s request with an automatic downshift of up to 5 gears at a time during kick-down! The new Quattroporte combines supercar performances with comfort, style and dignityin the very best Italian tradition.

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Introduction


A look under the bonnet

1. Double throttle valves are used for the firsttime on a Maserati engine

2. Air cleaners are easy to access

3. Front Power Distribution Centre (PDC) housesfuses and relays

4. Power steering fluid reservoir

5. Oil level gauge, behind cover

6. Oil filler tap

7. Reservoir for primary coolant circuit (enginecooling)

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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Introduction


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 itscurrent location in Modena in 1939. Nearly a century of activity has brought with it gloriousachievements both on the road and the track as well as more challenging times, whichhave helped to forge the company’s character and personality. Maserati today hasrepresentations in 57 countries, and is part of the Fiat-Chrysler alliance that has facilities in 4continents. Given this international context, Maserati’s attachment to its Italian home ground ismore relevant than ever. This is where the new Quattroporte, just like all Maserati’s of thepast, was created.

The development team of the new Quattroporte, internally called the “M156”, is located inMaserati’s facility in Via delle Nazioni in Modena, at a stone’s throw from Maserati’sheadquarters in Viale Ciro Menotti. This site is generally referred to as Maserati Corse because italso houses the company’s racing department.

The entire development of the new car was carried out in this location, from the first outline ofthe project and the decision making process, to the coordination of the intense durabilitytesting activity of the finished vehicles.

Given the success of the M139 generation Quattroporte, coming up with something even betterto replace it was not an easy task. The first work on the project was started in 2008. Still earlyin the development process of this new car, the remarkable decision was taken to split theproject 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 plentyof interior space, especially for the rear passengers. The second, model code M157, was tobecome 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 developmentof the new Quattroporte. The new engines, developed by Maserati’s powertrain department,are built by Ferrari in Maranello. The body and chassis panels are being pressed by Fiat’sMirafiori facilities in Turin, before being transported to Maserati’s OMG plant where they arewelded together to form the complete bodies; and the electronic know-how of grouppartner Chrysler has been utilized for some of the Quattroporte’s electrical systems and devices.The new Quattroporte comprises about 7000 part numbers (single parts and assemblies) thatinvolve 221 suppliers. Every single car produced, after passing a meticulous qualityinspection, undergoes an open road test on a 54km combined trajectory.

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Introduction


Officine Maserati Grugliasco (OMG)

In August 2009, Fiat Group Automobiles (FGA) purchased Carrozzeria Bertone, the contractmanufacturing arm of Gruppo Bertone that also includes the famous design house, after it hadfiled for bankruptcy after 98 years of activity.

The facility was named Officine Automobilistiche Grugliasco (Grugliasco Automobile Plant) anda 500 million Euro investment plan started in the second half of 2011, in order to get the siteready for the production of Maserati’s new G- and E-segment vehicles: the newQuattroporte and its sister model, the new Ghibli.

The OAG facility, that is set up to have a production capacity of 135 vehicles per day on twoshifts, represents a strategic pillar in the fulfilment of Maserati’s ambitious plan to becomeworldwide a major player in the luxury car segment. It is located at the foot of the Alps justoutside Turin, a region that has traditionally always been one of the central hubs of the Italianand European motor industry, and the heart of Italian car design.

A top view of Maserati’s 194.640 square metres OMG production site at the Corso G. Allamano inGrugliasco, 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).

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Introduction


The ambitious investment plan has turned this facility into one of Europe’s most modern carfactories. Today the site comprises completely new vehicle assembly lines, as well as a state ofthe art welding area for the construction of hybrid steel and aluminium vehicle bodies, and anultra-modern paint shop with cataphoresis baths for corrosion protection, aluminium surfacetreatment baths and electrostatic paint lines. The use of waterborne coatings maximally reducesthe 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, anumber that will grow to around 1.500 when the model reaches full production speed, andwhen a second production line for the Ghibli sister model is added.

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

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

the same location.

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New quality standards

This new product also represents the start of a new era, Maserati has totally redefined itsquality standards with the New Quattroporte platform. These are not just new standards indesign, development and process control, but also in manufacturing. The new Maserati plantcombines the craftsmanship of its specialized staff with cutting edge technologies, able tocontrol the smallest details and to guarantee outstanding quality.

An integrated quality management is today implemented in Maserati’s operations, both in theModena headquarters and in the new Grugliasco facility. This is structured around a numberof pillars like ISO certification, Customer Satisfaction Index and an ambitious program referredto as World Class Manufacturing (WCM).

All areas of Maserati’s operations, including vehicle development (M156), are today fully ISO9001 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 duringthe past years, and the progress made in all fields.

Additionally, WCM is a program for the optimization of manufacturing processes on aworldwide level, to which adhere a large number of multinational companies. WCM is based on10 technical pillars, supported by 10 managerial pillars. Each pillar is obtained by a 7 stepapproach:

• 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 errorsand faults encountered in the past.

• Two proactive steps: based on the previous experiences, measures are implemented toavoid 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 ofthe final customer is heard throughout the whole plant. WCM derives its power from a stronginvolvement 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 MaseratiQuattroporte.

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Introduction


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 Maseratitechnical, quality and stylistic requirements. The range includes the following items:

Certain details and final pictures of the Quattroporte’s Genuine Accessories arenot yet available at the moment of printing. A complete and up to dateoverview of the Genuine Accessories range can be found on Modis, Maserati’sdealer portal.

Indoor car cover and Outdoor car cover

The New Quattroporte can be protected by two different car covers: one conceived for indoorsand one for outdoors.

The Indoor car cover is made of fine stretch cloth in blue colour emblazoned with an elegantlight grey piping.

The cloth fits the body perfectly and follows its muscular lines. The Outdoor car cover is made ofhigh-performance, waterproof, breathable and stretch material. Elasticity is a plus that adds tothe aesthetic as well as technical features of the product, which perfectly adheres to the carbody 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 Tridentlogo on the front, the “Quattroporte” logo on the windscreen, the three air outlets on the sideand 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 iscomposed of shaped urethane film coated with a removable adhesive system. The film isapplied with a water-based solution and, when removed, does not leave any adhesive on thesurface on which it was applied. The protective covering is 100% transparent and does not alterthe colour of the bodywork.

Winter mats

Tailor-made for the new Quattroporte, the Winter floor mats are the ideal solution to protectvehicle interiors from water, snow, mud and sand. Made of anti-slip material and with clipfastening, the floor mats are easy to fit to the interior trim panels and can be perfectlyanchored to the vehicle floor.

Their surface is totally water repellent and waterproof, and it ensures optimal grip of thedriver's feet, which results into fully safe driving. The set consists of two front floor mats andtwo rear floor mats, all made of rubber.

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Luggage set

Elegance and quality distinguish the new Quattroporte luggage set, which features genuineMade-in-Italy style and leather. For this set, Maserati has chosen Poltrona Frau as its partner, todeliver a perfect combination of quality details and exclusivity.

The suitcases have been designed to fully exploit the boot capacity so that each item of luggagemakes maximum use of the storage space available. The set is entirely made of leather withcontrasting colour trims that enrich the front of each bag. On the front the piping recalls theshape of the central tunnel and the Trident embellishes the soft and fine leather of whichthe suitcases are made.

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 orderedseparately.

These additional products can be added to the set: a shoes holder (for two pairs of shoes), a suitholder, and a luggage compartment belt.

Child seats

To ensure the safety of little passengers, Maserati has developed three Child seats incollaboration with Peg Perego. In accordance with the regulation which categorizes childrestraint 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 Europeanhomologation ECE R44/04. The Group 0+ and Group 1 can be easily attached onto the sameIsofix Base (separately available) or using the car seat belt. The Group 2/3 is quick and easy tosecure 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 blackleather with light grey stitching, especially developed for Maserati child seats. The child seatsare 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 toprotect the luggage compartment floor. The mat fits the boot surface covering the floorperfectly. It is made of long-lasting rubber and it is waterproof and washable. Thepersonalization on the surface recalls the shape of the front grille and the “Maserati” andTrident logos.

Luggage compartment net

Elegant and customized for the New Quattroporte’s luggage compartment, the luggagecompartment net is made to secure objects in the boot, preventing them from undesiredmovements while travelling.

The net is made of polypropylene and is edged by elasticated bands. It can be easily installed inthe boot using the hooks provided on the luggage compartment’s floor.

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Car care kit

The Car care kit consists of nine products, exclusively designed and developed for Maserati withthe aim of preserving the top-quality materials of the vehicle and at the same time respectingthe environment. These products - tested and approved by Maserati's laboratories - are partof 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 rimtreatment, window cleaner, plastic cleaner, leather cleaner, leather reviver and delicate fabriccleaner.

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

Windscreen water repellent treatment

The windscreen water repellent treatment, the result of Maserati-Würth collaboration, hasbeen developed to improve visibility during winter months. After applying the product thewindshield has a perfectly smooth surface where water just rolls off. In addition, this treatmenthelps 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 alsoprotects it, maintaining its performance and increasing its lifetime. When connected to the car’sbattery and plugged into a power socket, the device maintains the battery charge at a steadylevel, ranging from 95 to 100%. If necessary, it is also able to charge the battery. The batterycharger and conditioner is easy to use and does not need to be programmed before use. It canbe 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 wheelcompartment.

Emergency kit

The emergency kit provides first aid in case of a car breakdown or any other emergencysituation. The kit comes in an elegant case that fits perfectly in the niche on the left side of theluggage compartment. The kit includes the following elements: emergency triangle, reflectiveemergency 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 fitand can be removed quickly without damaging the wheel rims. They provide optimal road gripon ice and snow.

Valve caps

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

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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















General information

Content

Model information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Market specifications and emission standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Location of VIN and identification plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Vehicle Identification Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Vehicle identification plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Paint identification code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

VIN coding system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Dimensions, capacities and weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Performances, fuel consumptions and emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Scheduled maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Towing, lifting and jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Towing of the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Emergency opening and release functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Driver’s door opening with emergency key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Fuel lid opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Manual fuel filling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14Manual EPB release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14Gearbox neutral position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

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Model information

Model information

Model type M156

Designer Maserati Centro Stile, led by Lorenzo Ramacciotti

Vehicle type 4 door saloon, 5 seats (4 seat configuration with rear centralconsole optional)

Vehicle segment G

V8 engine code (design) F154A

V8 engine code(homologation)

M156A

Model launch North American International Auto Show (NAIAS) Detroit,January 2013

Start of production December 2012

Production location OMG, Turin, Italy

Start of Sales January 2013 (Europe LHD), March 2013 (China, Asia Pacific,Middle East, Africa), April 2013 (Japan), June 2013 (NorthAmerica, Latin America), July (UK, RHD markets)

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Market specifications and emission standards

Market specification Countries

EU 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 UK, Hong Kong, Singapore, Thailand, Malaysia, Indonesia, SouthAfrica

USA/Canada USA, Canada, Mexico, Puerto Rico, Venezuela, South Korea

Australia Australia, New Zealand

Japan LHD Japan

Japan RHD Japan

Middle East Saudi Arabia, Oman, Qatar, Bahrain, Kuwait, Egypt, U.A.E.

China China

India India, Pakistan

For both commercial reasons and reasons related to homologation requirements, thespecifications and content of vehicles can vary for different markets. The market specification ofa vehicle is often referred to as Vehicle Version. The below table shows a number ofspecifications which depend on the market version. Always refer to the latest availablecommercial and technical information form the factory for more details.

Marketspecification

Drivingside

SpeedometerExternallighting

PADFront and

rear bumperEmissionstandard

EU LHD Metric LHD headlights Yes Standard Euro 5

UK RHD Miles for UKmarket only,metric for

othercountries

RHD headlights Yes Standard Euro 5

USA/Canada LHD Miles (metricfor Canada,Mexico,SouthKorea)

LHD headlights+ amber colorside markers(USA and

Puerto Ricoonly)

No Shockabsorbing

(standard forMexico)

LEV II - LEV

Australia RHD Metric RHD headlights No Standard Euro 5

Japan LHD LHD Metric RHD headlights No Standard TRIAS31 -J042(2) - 01

Japan RHD RHD Metric RHD headlights No Standard TRIAS31 -J042(2) - 01

Middle East LHD Metric LHD headlights No Shockabsorbing

Euro 5

China LHD Metric LHD headlights Yes Shockabsorbing

Phase 4

India RHD Metric RHD headlights Yes Standard Euro 5

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Location of VIN and identification plates

Vehicle Identification Number

Vehicle identification plate

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

The VIN Number is also visible from the outsidethrough the windshield on the front left corner ofthe dashboard.

An adhesive sticker on the driver’s door postshows the following details:

• Manufacturer’s name

• Homologation number

• VIN

• Maximum admissible weight (total / front /rear)

• Engine type

• Vehicle version code

• Assembly number (N° for spares)

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Paint identification code

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

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VIN coding system

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

Section Explanation

1 Engine type ZAM = Maserati

2 Restraint system P = V8 twin turbo 530hp

3 Restraint system P = Front: three point manual seat belts with retractor anddouble pretensioner plus advanced airbags and head bagsfor driver and passenger. Rear: three point manual seatbelts with retractor and pretensioner; three point manualseat belt for central seat (where available). Rear wheel drivevehicle.

4 Model type 56 = Quattroporte M156

5 Version A = USA/Canada

B = EU

C = UK, Japan RHD, India

D = Australia

E = China

F = Middle East

J = Japan LHD

6 Check digit * calculated digit for validation of the VIN

7 Model Year (MY)** 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

8 Plant of manufacture 1 = OMG

9 Production sequencenumber

6 digit serial number (“Matricola”)

(*) only used for the vehicle versions USA/Canada, Middle East, China and for Korea market. Forthe other versions/markets this character is “0”.

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

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Dimensions, capacities and weights

Dimensions

Overall length 5263mm

Overall width (without mirrors) 1948mm

Overall width (with mirrors) 2097mm

Overall height 1481mm

Wheelbase 3171mm

Front track 1634mm

Rear track 1647mm

Front overhang 968mm

Rear overhang 1123mm

Capacities

Luggage compartment >500L

Effective fuel tank capacity (including 16L of reserve) 80L

Windscreen and headlight washer fluid 5L

Engine oil (corresponding to MAX level) 8,6L

Engine coolant circuit 13,9L

Secondary coolant circuit

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Weights

Dry weight 1800kg

Kerb weight* 1900kg

Maximum admissible weight 2540kg

Maximum admissible weight, front axle 1200kg

Maximum admissible weight, rear axle 1340kg

Weight distribution front/rear (with driver) 50/50%

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

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Performances, fuel consumptions and emissions

Performances

Maximum speed* 307km/h

Acceleration from 0 to 100km/h (62mph) from a standingstart

4,7s

Acceleration from 0 to 1000m from a standing start 22,7s

Stopping distance from 100km/h (62mph) to 0 34m

(*) the maximum speed is reached in 6th gear at 6627rpm.

Performance factors

Coefficient of drag (Cx) 0.31

Power to weight ratio 279 bhp/ton

Fuel consumptions

Fuel consumption, NEDC* 11,9L/100km

Fuel consumption, urban cycle** 17,6L/100km

Fuel consumption, extra-urban cycle*** 8,6L/100km

Emissions

CO2 emissions, NEDC* 278g/km

(*) 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 onroutes outside urban areas; the speed varies between 0 and 120km/h (75mph).

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Scheduled maintenance

The scheduled maintenance services must be done at the times or mileages specified to protect

the vehicle’s 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.

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

Service Interval** 1° 2° 3° 4° 5° 6° 7° 8° 9°

Belt for alternator, waterpump, a/c compressor andpower steering pump

I I I R I I I R I

Replace at least every 4 years and every time the part isremoved

Engine oil and filter R R R R R R R R R

Cooling system, connectionsand lines

I I* I* I* I* I* I* I* I*

Air cleaner elements I R* I R* I R* I R* I

Fuel injection system,connections and lines

I I* I I* I

Ignition system, cables andconnections

I I* I I* I

Spark plugs R R R

Active carbon filter andLambda sensors

R

Replace at least every 4 years

Secondary air system,connections, pipes, valves

I I I I I I I I I

Blow-by system I I I I I I I I I

Fuel emission control system,lines connections and valves

I I I I

Automatic gearbox anddifferential oil level

I I I I I I I I I

Hydraulic power steeringfluid level (bleed if necessary)

I I I I I I I I I


Engine coolant levelI I I I I I I I I


Brake fluid level (bleed ifnecessary)

I I I I I I I I I


Brake system: lines, calipers,connections, warning lightson dashboard and parkingbrake operation

I I I I I I I I I

Wear condition of thebraking parts (pads, disks),replace if necessary

I I I I I I I I I

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Service Interval** 1° 2° 3° 4° 5° 6° 7° 8° 9°

Joints for front and rearsuspensions, front and rearunder-chassis – Tighteningtorques

I I I I I I I I I

Steering system components,joint protection, rack bootson the steering levers and onthe axle shafts

I I I I I I I I I

Tightening of screws, nutsand bolts (including those forthe exhaust system),connections, retaining clipsand clamps

I I I I I I I I I

Pollen filter R* R* R* R* R* R* R* R* R*

Starter motor and alternator:power absorption and charge

I I I

Vehicle wheel geometrycheck

I I I I I I I I I

Check and adjustment ofsystems in general, hinges,doors, front and rear lid

I/A I/A I/A I/A I/A I/A I/A I/A I/A

Correct operation andreliability of the seats andseat belts

I I I I I I I I I

Fastening screws and nuts onthe bodywork

I I I I I

Headlight aiming I I I I I I I I I

Chassis integrity andprotected areas

I I I I I I I I I

Treatment of the leatherinterior

I I I I I I I I I

Vehicle road test (any timethis may be necessary)

I I I I I I I I I

Vehicle check with MaseratiDiagnosi

I I I I I I I I I

Update of navigation mapswith the latest availableversion

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, inthe event that the vehicle is frequently used in heavy-traffic conditions or on dusty or sandyroads. The warranty concerning emissions and the manufacturer's responsibility to recallthe vehicle in case of problems shall not be invalidated if the customer does not carry out theoperations marked with the asterisk.

(**) service interval: every 20.000 km (12.500 miles) or 2 years.

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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 thevehicle, screw the towing eye completely into the towing eye attaching point. Make sure thefollowing 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 errorcodes and delete if necessary.

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

The attaching point for the towing eye is indicatedby the arrow.

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.

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Emergency opening and release functions

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

Driver’s door opening with emergency key

The driver’s door can be opened with a mechanical emergency key which can be retracted fromthe key fob.

Note: if the vehicle’s alarm system is armed, the alarm siren will trigger when mechanicallyopening the driver’s door.

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 thechapter “Electrical systems and devices” for more details).

• By entering the key fob programming procedure with MD.

Fuel lid opening

An emergency key can be extracted from the keyfob.

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

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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 isprovided with the vehicle and can be found in the area underneath the luggage compartmentfloor. See further in this manual for more details about the capless filler mouth.

Manual EPB release

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

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Gearbox neutral position

The gearbox can be manually put in its neutral position by means of an emergency releasecable with lever. This can be accessed by removing a cover in the front floor area at the lefthand side. Pull the red cord to operate the lever. See the chapter “Transmission” for moredetails.

Manual release cable for the transmission parkinglock.

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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















V8 Engine

Content

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Engine views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Key technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Technical specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Mechanical components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Cylinder numbering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Rotating parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15Timing distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16Lubrication system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21Engine Control Module (ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Air intake system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37Vacuum circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46Secondary air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48EVAP system and tank leakage detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50Engine synchronization and ignition system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51Variable valve timing control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

Engine operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55Sport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55I.C.E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

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Introduction

The new Quattroporte really stands out for its new F154A V8 engine. It is part of a completenew 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 directfuel 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 a3.8L 530 HP version, with 650 Nm torque delivery from 2,000 to 4,000 rpm; thanks to its lowinertia 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 thefollowing contents:

• high efficiency fluid-dynamic and combustion,

• low inertia parallel twin-scroll turbo’s,

• 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 enginewith high valves overlap generating post-combustion and a virtuous turbo launch effect atlow engine speed WOT). This strategy is optimized – controlling the overlap and otherparameters – to get the best engine response in any driving condition, both transient andstationary. The torque curve of this new engine is truly impressive, with more than 95% of themaximum torque at less than 1500rpm.

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Engine views

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Key technical features

• Completely new family of light alloy 90° V8.

• Downsizing in combination with turbo technology results in a compact and stiff enginestructure, offering excellent NVH.

• Unique layout with timing distribution at the flywheel side relieves the crankshaft fromthe torsional loads from driving the valve train.

• Aluminium cylinder heads with 4 valves per cylinder and high tumble ducts, 4 continuouscam timing variators, roller finger followers for limited mechanical friction and hydrauliclash adjusters.

• 1020°C compliant twin-scroll turbo-manifolds with low inertia, vacuum operated andelectronically 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 injectorsfacilitates a more complete combustion and an easier start ability. Together with 4 camvariators, this ensures lower emissions and strong improved fuel economy.

• Electronically controlled oil pump with variable displacement, coupled with low viscosityoil 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 toremember that it was actually Maserati who first introduced twin-turbo technology on aproduction engine. This was more than 30 years ago, and only four years afterturbocharging 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. Eventhough its design was similar to the C114 type engine of the Merak, the twin-turboengine (type AM 452.09) was completely new and it was also the first engine developedunder the ownership of Alejandro de Tomaso. Its exotic technology made this enginecapable 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 weresupplied by the Japanese company IHI (Ishikawajima Harima Heavy Industries, Ltd.).Because of the high level of complexity, early versions of this engine suffered from areputation of poor reliability. However during its 20-year lifespan, the Biturbo engineunderwent a high number of improvements and technical evolutions. The capacity wasincreased to 2.5L and later to 2.8L for export markets, water-cooled turbochargers andintercooling were applied, Weber-Marelli fuel injection replaced the carburettor, and newcylinder heads with four valves per cylinder were adopted. There was even anexperimental engine with six valves per cylinder developed, the 6.36, but this remained aprototype and never reached the production stage.Power output ran from 180hp in the earliest carburettor-version Biturbo of 1981 to asmuch as 330hp in the Ghibli Cup model of the mid-1990’s. During those years the Biturboengine held the record for the most powerful 2-litre production engine of any time. Thestory of Maserati’s illustrious V6 Biturbo engine came to an end in 2001 when theQuattroporte IV model ceased production.

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Technical specifications

Technical specifications F154A

Configuration 90° V8, 32 valve, twin turbo

Capacity 3797cc

Bore x Stroke 86,5 x 80,8mm

Compression ratio 9,4 to 1

Maximum power 390kW (530hp) at 6500-6800rpm

Maximum torque 650Nm between 2000 and 4000rpm, 710Nm at 2000rpm inoverboost*

Maximum engine speed 7200rpm

Idle speed 700rpm

Specific engine power 139hp/liter

Firing order 1 – 8 – 6 – 2 – 7 – 3 – 4 – 5

Valve train 32 valves, 4 overhead camshafts, roller finger followers andhydraulic lash adjusters

Timing distribution Double timing chain at flywheel side, continuous variable camtiming for both intake and exhaust

Intake timing 60° timing variator

Exhaust timing 50° timing variator

Turbo chargers Integrated in the exhaust manifolds, low inertia twin scroll byIHI, water cooled

Lubrication system Wet sump lubrication system, electronically controlled variabledisplacement oil pump

Fuel system Homogeneous gasoline direct injection (GDI)

Engine control system Bosch Motronic MED17.3.4

(*) 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 temperedaluminium alloy using a mould-cast process. There are five main supporting journals. Thecylinder liners are of the wet type, made from steel with a Nikasil galvanic coating. The waterpump is located at the front of the engine in the ‘V’ between cylinders 1 and 8, while thecamshaft 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 baffledaluminium oil sump which closes off the crankcase at the bottom.

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

One of the four lamellar valves used in the F154Aengine.

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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 anoverall reduction of the frictional forces during rotation. The high resistance nitrided steelcrankshaft rests on five lead free main journals. The steel connecting rods are axially centredwithin the cylinder liner by the pairing of the big end connections on the crankshaftjournals, again fitted with lead free shells. The Graphite coated aluminium alloy pistons are castand have a specially designed recessed ‘Heron-type’ crown to promote tumble within thecombustion chamber. They are cooled from underneath by spray jets squirting engine oil up thecylinder 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 loadedmechanical device. The harmonic damper, mounted at the centre of this system is fastened tothe crankshaft by a ring of eight bolts.

Damper

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

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Cylinder head

Hardened and tempered mould-cast aluminium cylinder heads. Four valves per cylinder withhigh-efficiency intake ducts designed to generate turbulence inside the combustion chambers.The secondary air system channels, that assist the engine in meeting pollution requirements, aredirectly integrated in the casting. The camshaft cover on the top of the head is a structuralpart which also retains the cams in their supporting journals on each bank. Camshafts arecomposite and hollow, operating on the hydraulic tappets through a “roller finger” leversystem in order to reduce energy dissipation by the rolling contact surface. This helps to reduceoverall internal friction as well as noise. Internal cooling circuits of the head system ensureuniform heat dissipation, even in the combustion chamber area where the spark plugs arelocated.

Cylinder head with visible combustion chambers.

Roller finger followers with hydraulic lashadjusters help reduce the engine’s internal friction.

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Timing distribution

The F154 engine timing system is located on the flywheel side. This allows a considerablereduction of the crankshaft twisting moment and therefore improves the accuracy of the timingsystem. As the engine driving output moment is at a point close to the input of the vehicledriving moment, there is no possibility of the crankshaft twist having any impact on the controlsystem. Also, it was found that the vibrations generated within the engine, measured betweenthe front two cylinders (1-8) was greater than that at the rear two cylinders (4-5). The resultingdecrease in vibrations in the distribution system ensures a smoother operation of the drivechains and tensioners. There are two single-link chains, one per bank, held taut by twohydraulic tensioners and guides.

The camshaft sprockets are part of the variable valve timing system, which includes four low-pressure 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 exhaustsystem

The variable valve timing system ensures ideal cylinder filling cycles, which allows a greaterdistribution of torque at low rpm, as well as reducing emission figures and improving fuelconsumption.

Activation is made via the relevant solenoid valves and oil circuit by a PWM signal from theengine control unit. The hydraulic control pressure is the same as the engine oil pressure whichis generated by the oil pump.

Model information

Type of timing variator Mechanical system with hydraulic activation

Angular variation 60° for the intake camshafts50° for the exhaust camshafts

The valve cover seen from underneath: it not onlyintegrates the camshaft caps, but also housestwo engine timing sensors, the high pressure fuelpump and the solenoid valves for both timingvariators with relative oil passages.

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Lubrication system

In order to minimise the power absorbed by the mechanicals of the engine, the F154 projectfeatures a new-generation oil pump having both a variable displacement and pressure. All theoil channels are integrated inside the castings of crankcase, head and rear casing. The oilspray jet nozzles in the crankcase ensure piston temperature reduction under certaincircumstances, while the cartridge style oil filter is located in the top part of the crankcase, inbetween the cylinder heads. The oil pump is located in the bottom part of the crankcase, itis driven by a sprocket mounted on the crankshaft through a drive chain. The pressurised oilvolume can be changed thanks to a moving element inside the pump assembly. Internalrepositioning 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 PWMsignal from the engine control unit. At low engine rpm, and during low load conditions, thesystem generates a lower oil pressure, of around 3 bar, which is enough to lubricate all themoving parts of the engine and at the same time limits the effort required to turn the oil pumpto generate this lower oil pressure. This means that in these low requirement conditions thespray jet nozzles are disabled. At higher rpm, the pump adjusts its displacement and generatesthe maximum flow rate and the pressure reaches 6 bar, which unseats the check valves in thenozzles, overcoming their internal spring tension and allows them to start spraying, improvinglubrication and cooling effect due to the increased operating conditions.

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

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 Wet sump lubrication system, baffled oil pan

Oil pump Variable displacement type, electronically controlled by theengine ECU, no-return valve upstream from the oil pump

Oil quantity 8,6L (corresponding to MAX level)

Difference between MINand MAX level

1,4L

Oil specification Entirely synthetic multigrade lubricants SAE 5W/40 that meet APISL/CF and ACEA A3, B3, B4 specifications.Recommended oil: SHELL Helix Ultra 5W-40 or Q Horsepower5W-40.

Lubrication pressure Two stages lubrication pressure: 3 bar when the variable oilpump works at low pressure; 6 bar at high pressure.

Cooling Oil/water heat exchanger, positioned on top of the crankcase, inbetween both cylinder heads.

Oil filter Replaceable cartridge type with integrated no-return valve,positioned centrally on top of the crankcase.

Blow by system

The solenoid valve for the electronically controlledoil pump is installed on the right side of thecrankcase.

An oil vapour separator is installed on top of theright hand side cylinder head, while a balancingpipe 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 circuitis exclusively used for engine cooling, while a secondary cooling circuit is designed for thetransmission and the power steering system cooling. Both circuits are completely separated,even though the expansion reservoirs are integrated in a single assembly. The coolantcirculation in the main circuit is forced by a mechanical water pump that is located centrally onthe front side of the engine and driven by the front end secondary drive belt. Thethermostatic valve housing with radiator inlet and outlet spouts is installed immediately abovethe water pump. An engine coolant temperature sensor is installed on top of the thermostathousing. The ECM requires an engine temperature signal to increase fuel delivery and maintaindrivability during cold running and warm-up phase. A second temperature sensor is installedon the radiator and is used for the activation of the electric cooling fan. The brushless fanmotor is controlled by the ECM by means of a PWM signal. The coolant circuit is also connectedto both turbo chargers which are water cooled, and an engine oil/water heat exchanger isinstalled on top of the crankcase.

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

Cooling system

Cooling system type Forced liquid cooling

Coolant pump Centrifugal type, driven by the front end accessory drive belt

Thermostatic valve, startopening

85 ±2°C

Thermostatic valve, fullyopen

93 ±2°C

Coolant quantity 13,9L

Coolant specification Mixture of water and coolant, proportionally 50/50%.Coolant: protective ethylene glycol-based antifreeze withcorrosion inhibitor.Recommended fluid: Paraflu up FO2 Petronas o SHELL Long LifeOAT.

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

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

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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 controlsystem, many new features have been inserted. The new content is mainly related to thefollowing fields:

• Turbocharging

• Direct fuel injection

• Various integrated functions

The tables below list the different electric and electronic components that are involved in theengine control system, grouped by the system they control:

Engine management system

Component Specification Note Qty

Engine ECUBosch Motronic MED17.3.4

196 pin 1

Air path control


Accelerator pedal unit Hella Double potentiometer 1

Throttle body Bosch DEV-5 58mm 2

Mass airflow sensor Bosch HFM7-8.5RPDigital, with integratedintake air temperaturesensor

2

Boost pressure sensor Bosch DS-S3 2

Manifold pressure sensor Bosch DS-S3-TFWith integratedtemperature sensor

2

Oil control valve for variablevalve timing

INA Solenoid 7,5-8,5 Ohm 4

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Fuel path control


Low pressure fuel pump relay(low/high speed)

Hella miniLow speed control viaserial resistor

2

Low pressure fuel pump relay(activation)

Hella mini Activates both pumps 1

Low pressure fuel pump unit Located inside fuel tank 2

Canister purge valve Bosch TEV-5 1

Tank leakage diagnosticmodule

Bosch DMTLOnly for USA/Canadaspecification vehicles

1

High pressure fuel pump withpressure regulator

Magneti Marelli PHP Driven by a 3-lobe cam 2

Fuel pressure sensor Bosch DS-HD-KV4.2-K Linear output 2

Fuel injector Bosch HDEV 5.2 Solenoid type 8

Engine synchronization and ignition system


Engine rpm sensor Bosch DG-23iHall effect, with rotationsense detection

1

Engine timing sensor Bosch PG-3.8 Hall effect 4

Ignition coil EldorWith integrated powerstage

8

Spark plug NGK SILKAR 8C6DG M12 x 1.25mm tread 8

Knock sensor Bosch KS-4-K 4

Charge control


Solenoid valve for waste gate Pierburg Vacuum modulator 1

Solenoid valve for dump valves Pierburg 3-way valve, vacuum 2

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Exhaust system


Upstream oxygen sensor Bosch LSU 4.9 Advanced wide band, 5 pin 2

Downstream oxygen sensor Bosch LSF 4.2 two-level 2

Solenoid valve for secondaryair system

Pierburg 3-way valve, vacuum 2

Secondary air pump relay Hella mini 1

Pressure sensor secondary airsystem

Bosch DS-S3 1

Solenoid valve for exhaustbypass valves

Pierburg 3-way valve, vacuum 1

Temperature control


Water temperature sensorengine

Bosch TF-W NTC resistor 1

Water temperature sensorradiator

Bosch TF-W NTC resistor 1

Cooling fan module Johnson Electric Brushless motor 1

Cooling fan relay Omron micro 1

Lubrication system


Engine oil pressure sensor analogical 1

Engine oil pump Pierburg variable flow Two pressure levels 1

Engine oil level switch Hella switch 1

Auxiliary controls


Vacuum sensor on brakebooster

BoschFor future Stop&Startapplication

1

A/C system pressure sensor Linear pressure sensor 1

A/C compressor relay Omron micro 1

Auxiliary water pump Bosch Centrifugal pump 1

Auxiliary water pump relay Omron micro 1

Power steering oiltemperature sensor

NTC resistor 1

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Engine Control Module (ECM)

The F154A engine uses a new Bosch Motronic ECU, the MED17.3.4. This ECM is part of acompletely new generation of engine ECU’s, and has several improvements over the previousgeneration ME9 ECU as used on the F136 engines:

• High-speed Infineon TriCore processor of 180MHz (56MHz for the ME9 ECU) and 4Mb flashmemory.

• Capacity to directly command 8 GDI fuel injectors with integrated injector drivers (this wasnot possible with the MED9 ECU; two ECU’s 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 meansof PWM control.

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 MotronicMED17 ECU:

System/component Control type

Throttle valves (2)PWM-control with reversible polarity, feedback by means of2 integrated position sensors for each throttle valve

Fuel injectors (8)Current control via boost voltage and PWM controlledmaintaining, one injector driver for two injectors

High pressure fuel pumps (2) PWM-controlled pressure regulator

Low pressure fuel pumps (2) Two-speed control via relays and serial resistors

Canister purge valve PWM-control

Waste gate valves (2) Vacuum controlled by a single solenoid valve, PWM-control

Dump valves (2) Vacuum controlled by solenoid valves , on/off type control

Ignition coils (8) Digital 5V activation signal

Oil control valves for variablevalve timing (4)

PWM-control

Secondary air valves (2) Vacuum controlled by solenoid valves , on/off type control

Secondary air pump On/off type control via relay

Exhaust bypass valves (2)Vacuum controlled by a single solenoid valve, on/off typecontrol

Alternator Intelligent charge control via a serial LIN line

Cooling fan PWM-control

A/C compressor activation Magnetic clutch with on/off type control via relay

A/C compressor control Variable displacement with PWM-control

Engine oil pump Two stage control via solenoid valve

Auxiliary water pump 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 theECM.

• 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 waterpump.

• Alternator charge control.

• Immobilizer function, via VIN memory (the ECM is the master of the VIN).

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Air intake system

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 enginecompartment. For easy servicing they can be accessed without the need to remove othercomponents.

Mass airflow sensor

The F-154A engine uses two Bosch HFM7 mass air flow sensors which are positioned directlybelow 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 pathsfor air flow. Water and particles are separated from clean air via centrifugal forces thanks to itsintegrated deflection design. In one path the clean air to be measured is guided to the sensorelement, and in the other path the air with water and particles is directed out of the sensor. Thesensor element is therefore less likely to suffer from damage and contamination by externalagents. Another specific advantage of this new sensor is the improved aerodynamic profilewhich results in a reduced pressure drop (only 9mbar at 500kg/h compared to 14mbar for theprevious generation HFM sensor).

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The HFM7 produces a 5V digital variable frequency signal for air mass, which is less sensitive toelectromagnetic 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 amaximum of about 12-14KHz under full load conditions. During idling the frequency liesaround 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 drivingwind via mesh grilles on each side of the front bumper. Intercoolers increase the efficiency ofthe induction system by reducing the intake air heat created by the turbocharger. Air raisesin temperature when compressed, and consequently looses in density, which partly abolishesthe advantage of compressing it. Cooler air will be denser so a higher amount of air masscan be brought into the cylinders. A decrease in intake air temperature sustains the use of amore dense intake charge into the engine, as a result of turbocharging. The lowering ofthe intake charge air temperature also reduces the danger of engine knock. Intercoolerspreserve the benefits of turbocharging, increasing the output of the engine. The intercoolers ofthe F154A engine, just like the corresponding air ducts, have been specifically designed tohave 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 signalamplification and temperature compensation which are integrated on a silicon chip. Themeasured pressure operates from above to the active side of the silicon diaphragm. The outputis 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.

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

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Throttle bodies

A new feature of the F154A engine is that it uses two separate throttle valves, one for eachcylinder bank. They have a reduced diameter of 58mm compared to the 80mm single throttlevalve which is used on the F136 generation engines. Both throttle valves are controlled bythe ECM. Each throttle body has a double integrated potentiometer-type position sensor thatallows for closed-loop throttle control and plausibility checking. The operating principle isidentical to the throttle valve used on the F136 engines. The DC throttle valve motor is activatedby a 12V PWM signal, while both position sensors produce complementary 0-5V analoguesignals.

Intake manifold and intake manifold pressure sensors

A pressure sensor (Bosch DS-S3-TF) is installed on the intake manifold of each cylinder bank. Thissensor measures the actual manifold pressure, downstream from the throttle valves. Thepressure measurement is identical to the boost pressure sensors (Bosch DS-S3), but thanks to anadditional NTC-resistor, also the manifold air temperature is measured.

The manifold sensors are used for boost management, just like the pressure sensors installedupstream from the throttle valves. The manifold air temperature signal allows the ECM tocompensate the boost for variations in temperature, as the air density decreases with increasingtemperature.

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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Operating principle

Each turbo is composed of two main parts. The turbine wheel is put in the exhaust path and isdriven by the hot exhaust gasses. The exhaust gasses that leave the combustion chambercontain high amounts of thermal and kinetic energy which would otherwise be lost. In theturbine 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 theintake trajectory. The fast spinning compressor wheel increases the speed of the incomingair which results in an increase in air pressure inside the intake system, referred to as boost orair charge. Since the amount of torque an engine can produce is largely defined by the amountof air mass it consumes per cycle, charging the air intake system is an ideal way of increasingthe 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 ofthese turbos are integrated with the exhaust manifolds. This solution is more efficient and morecompact compared to a separate manifold and turbine construction. The water cooledturbochargers, developed specifically for the F154A engine by the Japanese specialist IHI, have afixed geometry and use “Twin Scroll” technology: the exhaust ducts of each manifold arepaired two-by-two and arrive directly to onto the turbine wheel. The exhaust paths are keptextremely short and the exhaust gasses of one cylinder bank are not mixed before they arrive inthe turbine. This technology improves the gas flow in the exhaust system and allows a drasticreduction of turbo-lag.

Here above the IHI Twin Scroll turbochargers of cylinder bank 1 (here above) and cylinder bank 2 (farabove). Note the difference in exhaust manifold design for both cylinder banks. They have been adapted

to the engine’s firing in order to optimize the exhaust gas flow.

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Waste gate

Each turbocharger has a vacuum-operated waste gate. The waste gate bypasses the exhaust gasaround the turbine wheel when no or little turbo boost is demanded, and is used to limit themaximum boost. Each waste gate valve is operated by a vacuum actuator. A vacuummodulating solenoid valve is activated by the ECM by means of a PWM signal depending on theboost target. This allows the engine management system to precisely control the amount ofexhaust 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 anon/off type strategy. The dump valves are operated during lift-off in order to prevent thecompressor wheel from slowing down as a result of a pressure increase caused by the suddenclosing 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 moretorque is requested.

• A target boost pressure upstream from the throttle valves is defined, depending on thetorque request by the driver.

• The ECM closes the waste gate to force more exhaust gas to the turbine which increases inspeed.

• The compressor wheel increases in speed and compresses the intake air.

• When the intake air pressure, measured by the boost pressure sensors, meets the targetvalue the waste gate maintains its position.

• The dump valve is used to discharge boost should the boost pressure reach too highvalues, or during certain phases (lift-off).

If the manifold air temperature rises, the intake air decreases in density. The ECM will thereforeincrease the boost target pressure in order to maintain the target mass air flow. The mass airflow is directly related to engine torque. When the manifold air temperature value exceeds50°C, the boost pressure compensation stops to eliminate the risk of engine knock.

Exhaust system

The full stainless steel exhaust system comprises one catalytic converter for each cylinder bank, a pre-silencer, 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 turbineexit. Two oxygen sensors are used for each cylinder bank: the upstream sensor (Bosch LSU) is alinear, wide band sensor, while the downstream sensor is a traditional two-level sensor (BoschLSF).

The upstream oxygen sensors are the LSU 4.9 Advanced type by Bosch. The LSU 4.9 Advanced isa planar ZrO2 dual cell limiting current sensor with an integrated heater. They differ from thetraditional LSU 4.9 sensor as used in previous engines in the way that they use a 5-pin electricalconnector 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 increasedaccuracy and a higher robustness, while the light-off time is reduced from <10s to <5s. Thelight-off time is defined as the time between start of the heater ramp until the pumpingcurrent stabilizes in a defined tolerance band of the final value. The output signal of this sensoris a linear current sensor which is negative when the mixture is rich, reaches zero when thelambda value is 1 (stoichiometric), and becomes increasingly positive when the mixture becomesleaner. 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 catalyticconverter 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 exhaustsystem. This results in both a higher maximum engine torque and at the same time a more richand intense exhaust note which has become a trademark for Maserati cars. The vacuum-operated bypass valves of both rear silencers are controlled by a single solenoid valve which isfitted on the rear subframe. The solenoid valve is commanded by the engine ECU with an on/offtype control.

Driving mode Bypass valves

Normal Closed up to 3000rpm

Sport Open

I.C.E. Closed up to 5000rpm

The double trapezium shaped exhaust tailpipes are a distinct feature of the Quattroporte with a V8engine.36

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Fuel system

On the M156 Quattroporte, Maserati uses for the first time direct fuel injection (GDI – GasolineDirect Injection). This means that the fuel injectors are positioned directly in the combustionchamber, as opposed to indirect fuel injection where the injectors are installed in the intakeduct before the intake valves (PFI – Port Fuel Injection). The major advantages of a GDI engineare increased fuel efficiency and high power output due to a direct and more precise control ofthe combustion process. Emissions levels can also be more accurately controlled with the GDIsystem. These advantages are achieved by the precise control over the amount of fuel andinjection 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 injectionpressure on GDI engines is much higher compared to FPI engines (injection pressure generallyaround 3,5bar).

The F154A engine uses homogenous injection. This means that a homogenous fuel-air mixtureof Lambda 1 is achieved inside the combustion chamber. The maximum injection pressure is200bar.

The roof-shaped combustion chamber ischaracterized by a centrally placed spark plug anda 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 fuelcircuits:

• A low pressure fuel circuit to bring up the fuel from the fuel tank towards the highpressure fuel pumps which are located on the cylinder heads.

• A high pressure fuel circuit with an electronically controlled mechanical high pressurepump that provides the injection pressure. The F154A engine uses two separate highpressure circuits: one for each cylinder bank.

The high pressure fuel circuit maintains pressurized after switching of theengine. Make sure the pressure is released before carrying out any serviceoperations 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 withpressure 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 locatedunderneath the rear passengers bench. This solution benefits a lower centre of gravity and hasthe advantage that it does not reduce the luggage space. The fuel tank has a geometriccapacity of 101.6 litres and an effective capacity of 80 litres. The fuel filler mouth is of thecapless 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 afloater operated fuel level sender unit. The main difference lies in the fact that the generatedfuel pressure is higher: 5 to 6 bar compared to around 3,5 bar for PFI systems. The reason forthis is to reduce the risk of vapour lock (the formation of vapour bubbles in the fuel system dueto the high temperature). Vapour lock is dangerous for GDI systems since the high pressurepump 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 viathree relays in total. One relay activates both pumps, while another relay for each pumpswitches between low speed and high speed.

High pressure fuel pump and fuel pressure regulator

The Magnetti Marelli PHP high pressure pump is a single piston pump mechanically operated bythe intake camshaft. One pump is fitted on each cylinder bank, and consequently providesinjection 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 actuatorthat acts on the intake valve, it allows flow rate control with hit to hit accuracy. It furtherincorporates a maximum valve for protection of the high pressure circuit and an inlet dampenerthat limits pressure fluctuations on the supply circuit. Motronic varies the injection pressureaccording 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 theelectromagnetic actuator, whose “ticking” is often viewed as a malfunction by the user andwhich, 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 effectivelyaims to eliminate the very source of the noise.

A three-lobe cam on each intake camshaft operatethe 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), thehigh pressure pump cannot build up any pressure and by consequence the pressure in the fuelrail will be identical to the pressure of the low pressure circuit. In such a case the engine can idlebut 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 pressureuniformly to the fuel injectors. A pressure sensor (Bosch DS-HD-KV4.2-K) is installed on each fuelrail. The pressure measurement is based on the expansion of a steel diaphragm, on which straingauges are placed to form a Wheatstone bridge. The measured signal is proportional to thepressure. The injection pressure is an important parameter for GDI engines and needs to beaccurately controlled by the engine control system. Together with the fuel pressure regulatoron the high pressure pump it forms a closed-loop control circuit. Each sensor has 3 wires: 5Vsensor power supply, sensor ground, and an analogue linear pressure signal between 0,5 and4,5 Volt.

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 andhigh pressure fuel circuits, and can be used to search for injector leakage.

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

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Fuel injectors

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

Fuel injector control

The fuel injector control and activation on GDI engines is more complex compared to PFIsystems. The ECM varies the injection time, duration and pressure independently and based onthe instantaneous engine running conditions. Because of the high fuel pressure, the voltageand current values for injector opening are significantly higher compared to fuel injectorsof 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 injectoris 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 toremove the fuel rail from the injectors. They can only be replaced as acomplete assembly. The Teflon combustion seal rings on the injector tips mustbe 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 conditionsno engine vacuum is available. Vacuum is used as an energy carrier to operate certain auxiliarysystems and subsystems in vehicles. For this reason two vacuum pumps, one on each cylinderbank, are installed on the F154A engine. The vacuum pumps are fitted on the front side of theengine and are driven by the intake camshafts. An aluminium vacuum reservoir is fitted inthe lower-front part of the engine bay.

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 theengine, one fitted on each intake camshaft,provide the vacuum that is used to operate anumber of auxiliary systems.

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Secondary air system

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 reducingexhaust emissions during warm up of the engine after a cold start. Oxygen-rich air injectedin the exhaust ports after a cold start will mix with the exhaust gas that still contains unburnedfuel. This will cause an after combustion inside the exhaust ducts that reduces exhaust emissionsand 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 eachcylinder head.

• Secondary air ducts integrated in the cylinder head casting that connect the secondary airvalve 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 areoperated by the engine ECU.

• A secondary air pressure sensor, installed on the pipe from the air pump to both secondaryair valves. This pressure sensor is identical to the boost pressure sensors, and is used fordiagnosis 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 vapoursstored inside the canister are recycled to the intake air system by the canister purge valve. Thecanister purge valve is located in the engine bay on the right hand side, immediately below theupper engine stabilizer bar. It is commanded by the ECM by means of a PWM signal.

The DMTL unit is installed near the canister and is designed to recognize tank leaks inaccordance with OBD-legislation (USA/Canada specification vehicles only). It consists of anelectromechanically driven air pump as well as a change-over-valve with integrated referencerestriction. In one setting the pump delivers through the reference restriction, in the othersetting through the charcoal canister into the fuel-tank system. The engine-management systemmeasures the pump´s electrical current consumption in each setting. A comparison of thecurrents 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 therear side of the engine. It picks up the rpm signal from a 58-teeth (60 – 2) tone wheel whichis fitted onto the engine flex plate. This sensor is a digital Hall effect sensor which has thespecific characteristic that it is capable of detecting the rotation direction of the crankshaft. Itrecognizes the crankshaft position even when the engine is not running, which allows fastengine starting after switching off. This feature makes the system suitable for the application ofa Stop&Start function.

A digital rpm sensor is positioned centrally atflywheel side and picks up signal from a 58-teethtone wheel.

The above illustration shows how the rpm sensor produces a different output signal depending on therotation 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, butnow also the exhaust camshafts feature timing sensors, which makes a total of four sensorscompared to only two on the previous engines. The timing sensors use a Hall-effectelement and pick up their signal from a four-teeth tone wheel fitted onto each camshaft. Thetiming sensors allow the ECM to recognize the engine’s position and are used in a closed-loop control of the timing variators.

A Hall-effect timing sensor is used on both intakeand exhaust camshafts. Two sensors are fittedon each valve cover.

The tone wheel for each timing sensor has fourteeth (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 anincreased ignition power and longer spark duration (>1,2ms compared to >0,8ms). This isnecessary because of the greater risk of spark plug fouling on GDI engines compared to engineswith port fuel injection. The ignition system uses multiple sparks depending on the enginerunning conditions, up to three sparks per cycle.

Knock control

Four piezo-sensitive knock sensors with linear characteristics (Bosch KS-4-K) are mounted on thetop side of the crankcase, inside the engine V. They transform the structure borne vibrationsinto electrical signals which can be evaluated by the ECM. The knock sensors signals areevaluated according to intensity and spectral information of detonating and non-detonatingcombustions. 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 fourcamshafts. Each timing variator is operated by varying the amount of oil in the differentadvancing and retarding chambers inside the variator. An oil control valve positioned on thevalve cover near each variator controls the amount of oil directed towards the chambers of thevariator. 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 totheir 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 ECMactivates both variators of each cylinder bank by using a complex mapping based on enginerpm and engine load. The use of camshaft position (timing) sensors allows the ECM to controlthe variable valve timing in closed-loop.

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

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Engine operating modes

The engine has three operating modes, which depends on the selected driving configuration bythe driver.

Selected driving mode Engine operating modes

Selected driving modeNormal

Normal + Auto

Normal + Manual

SportSport + Auto

Sport + Manual

I.C.E. I.C.E.

ESC-OFF No impact on the engine operation

Firm damper setting No impact on the engine operation

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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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















Transmission

Content

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Technical specifications and characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Product benefits of the new 8-speed gearbox: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Gearbox internal components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Transmission housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9Fluid pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9Planetary gears and clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Hydrodynamic torque converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Lock-up clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Mechatronic unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15TCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

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

Electronic Shifter Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21Parking Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22Gearshift paddles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Gearbox control logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Multiple downshift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Reverse driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Overheating prevention strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Gearbox operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25Auto-Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25Auto-Sport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Manual-Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Manual-Sport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Auto-I.C.E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

ASIS Adaptive Shift Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27Road gradient adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27Driver adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27Interpolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

Modular transmission shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Rear differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

Drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

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Introduction

The transmission layout of the new Quattroporte has been developed to match thecharacteristics of the new twin turbo V8 engine, and to combine top performance with low fuelconsumption and driving comfort. The Quattroporte uses the new state of the art AT8-HP70 8-speed unit form ZF, combined with a modular transmission shaft and a mechanical limitedslip differential at the rear. The electronically controlled 8-speed automatic transmission isrenowned as one of the very best automatic gearboxes on the market, and has served as anexcellent starting point for the development of the Quattroporte’s transmission by Maserati’spowertrain engineers.

The precise, high performance new ZF 8-speed gearbox is a technological masterpiece, andoutperforms 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 ratio’s and two overdrive gears. This allows comfortable highwaycruising (120kph at only 1700rpm in 8th gear) with reduced noise and high fuel efficiency, whileexhilarating acceleration is always promptly available upon the driver’s request with adownshift 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 theNormal and Sport modes, complemented with the new I.C.E. mode for maximum control andefficiency. Shift paddles fitted on the steering column allow manual shifting in allcircumstances. A further evolution of the ASIS adaptive shift strategy that fine-tunes thegearshift behaviour to the driver’s personal preferences now works faster, and reaches absoluteperfection after only a few hundred kilometres.

Furthermore, the transmission of the new Quattroporte has been developed with scope for theupcoming implementation of Stop&Start technology and the adoption of all wheel drive. Thetransmission 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 efficientdesign.

• Higher overall gear ratio: overall gear ratio of more than 7. The transmission consistentlyadapts to the optimum engine operating range for improved acceleration and lower fuelconsumption.

• Higher power to weight ratio: Lightweight components combined with a revolutionarygear set concept: 2 additional gears transfer more torque (maximum engine torque760Nm) with fewer components and improved weight characteristics (only 90kg includingthe torque converter).

• Lower drag loss and greater efficiency: High efficiency gear sets, a new axially parallelvane cell pump and optimized cooling increase the efficiency of the transmission. Energylosses are reduced to a minimum.

• No-maintenance design and bullet-proof reliability. The already outstanding reliability ofthe 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 shiftperformance in Normal mode.

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Transmission

Gearbox type AT8-HP70 by ZF

Gears Four coaxial planetary gear sets, 8 forward gears + reverse

Drive away Hydrodynamic torque converter + lock-up clutch

Manual shifting Shift-by-wire with selector lever and steering wheel paddles

Control unitMechatronic, integrated hydraulic and electronic controlunit

Gearbox coolingExternal oil/water heat exchanger with dedicated coolingcircuit

Transmission shaft 2 pieces modular transmission shaft

Differential Mechanical limited slip

Final drive ratio 2,93 to 1

Gear Gear ratio Gap to previous gear

1st 4,714 -

2nd 3,143 1,50

3rd 2,106 1,49

4th 1,667 1,26

5th 1,285 1,30

6th 1,000 1,29

7th 0,839 1,19

8th 0,667 1,26

Reverse -3,317 -

Overall gear ratio: 7,07

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1. Torque converter housing with angled boltfixings to the engine flex plate

2. Oil pipes to fluid cooler

3. Manual Park release cable

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1. Transmission fluid cooler

2. Triangular output flange for damper

3. Wiring harness connector

4. Fluid filling plug

5. Identification tag

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Gearbox internal components

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1. Customized gearbox casing

2. Planetary gear set 1




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 coaxialplanetary gear sets, two brakes and three clutches. The hydrodynamic torque converter and theMechatronic unit can be accessed and removed for servicing, while the main body of thegearbox with its internal components is designed as a non-serviceable assembly.

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Transmission housing

The cast aluminium transmission housing is customized for Maserati so that it can be fitted ontothe engine without the need for an adapter casing, further reducing the weight. The housingis designed to fit a Stop&Start system for future application without major changes, whilethe 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 foroperation of the control valves and clutches, to pass the fluid through the transmission coolerand to lubricate the gears and shafts. The double vane cell type pump is located betweenthe torque converter and the main transmission body. A specific feature is that the fluid pump isnow driven by a chain, as opposed to the coaxial pump of the 6HP26 transmission. This solutionhas permitted a more compact gearbox design.

Note: since the pump is driven by the input shaft, fluid pressure is only available with theengine running.

Planetary gears and clutches

The 8 forward gears and the reverse gear of the AT8-HP70 gearbox are obtained using acombination of different power flow paths through four sets of planetary gears. Each gear setis composed of a central sun gear, an outer annulus (ring) gear, and a planetary pinion carrier inthe 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 clutchwhile 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 causingthe entire gear set to rotate as an assembly or 1:1 ratio. Because the planetary gear sets sharevarious components with each other the output element of one planetary set becomes theinput of another planetary gear set. The ratios are then multiplied together to produce thefinal output ratio. This is referred to as compounding, and is how the eight forward and onereverse ratio are produced.

The multiple disc clutch packs used to transfer toque between the gear sets or hold an elementstationary are made up of alternating friction and steel discs. One disc is internally splinedand the other disc is externally splined. When hydraulic pressure is directed to the clutch pistonthe frictions and steels are pressed against a reaction plate causing the inner and outer splinesto lock and allow torque to be transmitted through the transmission. hen the hydraulic applypressure is released a spring and/or hydraulic pressure is used to return the piston so theinner and outer splines are no longer locked together. The five clutches used in the AT8-HP70are 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 istaking place as the trouble is often related to the timing of clutch release and apply. Knowingthis information will permit you to quickly eliminate many components as the cause of theconcern.

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1. Input shaft from torque converter

2. Output shaft





A. Brake A

B. Brake B

C. Clutch C

D. Clutch D

E. Clutch E

A planetary gear system is composed of a centralsun gear and multiple planet gears which bothrotate around their own centres and revolve theplanet carrier as they roll along the inside ofthe outer ring gear. By alternatively keeping acertain part of the system fixed, more than onegear ratio can be obtained from a single planetarygear system. The AT8-HP70 gearbox from ZF usesfour planetary gear systems and a set of brakesand clutches to obtain eight forward gears plusone reverse.

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GearBrake Clutch

A B C D E

1st • • • - -

2nd • • - - •

3rd - • • - •

4th - • - • •

5th - • • • -

6th - - • • •

7th • - • • -

8th • - - • •

Reverse • • - • -

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Hydrodynamic torque converter

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

The hydrodynamic torque converter is the coupling device between the engine and thetransmission. It transmits the engine torque hydraulically to the transmission and acts as a drive-away 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 anopening in the bell housing. This allows for easy removal and refitting of the torque converterto the engine flex plate without the need of any specific adapter tooling.

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Operation

The key characteristic of a torque converter is its ability to multiply torque when there is asubstantial difference between input and output rotational speed, thus providing theequivalent of a reduction gear. In a torque converter there are three rotating elements: theimpeller, which is mechanically driven by the engine and makes use of centrifugal forces tocontrol the flow of oil contained within the unit towards the turbine, which is connected to thegearbox input shaft, and the stator, which is interposed between the impeller and turbine sothat 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 withrespect 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, brakesapplied), the turbine speed is slightly behind the impeller. With engine idling, vehiclebrakes applied, in 1st or Rev, the speed of the turbine is zero because the clutches andbrakes are applied internally in the gearbox locking the turbine to the drivetrain. Theinput power is limited and the slip of the torque converter is 100%. As soon as release thevehicle brake is released, there is an increase in turbine speed due to the oil flow in thetorque convertor and the car starts to move.

• Acceleration. The engine speed and torque are increasing and the vehicle is acceleratingbut there is still a relatively large difference between impeller and turbine speed so thatthe converter will produce torque multiplication. The amount of multiplication dependsupon the actual difference between pump and turbine speed.

• Cruising. The turbine has reached approximately 90% of the speed of the impeller. Torquemultiplication has essentially ceased and the torque converter is behaving like a fluidcoupling. The lock-up clutch will now be closed to eliminate the remaining slip andincrease fuel efficiency.

The key to the torque converter's ability to multiply torque lies in the stator. In a plain fluidcoupling design (without stator), periods of high slippage cause the fluid flow returning fromthe turbine to the impeller to oppose the direction of impeller rotation, leading to a significantloss of efficiency and the generation of considerable waste heat. Under the same condition ina torque converter, the returning fluid will be redirected by the stator so that it aids therotation of the impeller, instead of impeding it.

1. Turbine

2. Stator

3. Impeller

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The result is that much of the energy in the returning fluid is recovered. This action causes asubstantial increase in the amount of fluid being directed to the turbine, producing an increasein output torque. Since the returning fluid is initially travelling in a direction opposite toimpeller rotation, the stator will likewise attempt to counter-rotate as it forces the fluid tochange 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 thestator is what alters the path of the fluid, forcing it to coincide with the impeller rotation. Thematching curve of the turbine blades helps to direct the returning fluid correctly to the stator sothe latter can do its job. The shape and angle of the blades are key in the design of the torqueconverter.

During the idling and acceleration phases, in which torque multiplication occurs, the statorremains stationary due to the action of its one-way clutch. However, as the torque converterapproaches the cruising phase, the volume of the fluid returning from the turbine will graduallydecrease, causing pressure on the stator to decrease likewise. Once in the cruising phase, thereturning fluid will reverse direction and now rotate in the direction of the impeller andturbine, 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 (moreor less) rotate as a unit.

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 isPWM 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 ofcontrolled slip. This allows a small difference in rotational speeds of the impeller and theturbine which improves shift quality. The controlled, controlled closed and closed stage requirea minimum turbine speed of 800rpm. During driving, the torque converter clutch is closed assoon as possible for improvement of the fuel economy and reducing heat generated as a resultof the shear forces applied to the fluid.

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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-upclutch

7. Pressure regulating solenoid valve – systempressure

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 thegearbox sump. It is designed as a non-serviceable assembly. The Mechatronic houses theTransmission Control Module (TCM), electrical actuators, speed sensors and control valves whichprovide 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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TCM

The Transmission Control Module is an integral part of the Mechatronic unit which is located atthe bottom of the transmission, within the fluid sump. The TCM is the main controllingcomponent of the transmission. It is connected to the CAN-C bus for communication with othervehicle 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, engineparameters like engine speed and torque from the ECM, and input signals from the ESM andthe steering column-mounted shift paddles. From the received signal inputs and pre-programmed mapping, The TCM calculates the correct gear and optimum pressure settings forgear shift engagement and lock-up clutch control.

The TCM can operate at a battery voltage range between 9 and 16V and has a sleep currentdraw of less than 1mA. Diagnostic read-out of the TCM is done through the high speed CAN-Cbus.

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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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The cooling system of the gearbox has the task of warming up the transmission fluid veryquickly and keeping it stable at the optimum operating temperature of 80°C. A gearbox fluidoil cooler is installed for this purpose on the right hand side of the gearbox housing, and isdesigned as a water/oil heat exchanger. A new feature is that the transmission cooler is notintegrated in the engine coolant circuit, but makes use of a separate, secondary cooling circuitthat also cools the power steering system. This solution offers a better cooling efficiencythanks to the lower temperature of secondary circuit coolant. The shorter pipes to the fluidcooler further increase the efficiency of the system and also reduce the risk of expensivedamage in case of a collision. The coolant circulation in the secondary coolant circuit is forcedby 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 tothe 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 theMechatronic unit and sends the temperature value to the ECM over the CAN-C bus. If thetemperature exceeds the target value, the ECM will activate the electric water pump in PWMvia a LIN line. If the temperature is still too high, the cooling fan is activated as well.

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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 LifeOAT.

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.

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Lubrication

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

1. Oil filling and level check plug 2. Oil drain plug

Transmission oil

Fluid quantity 9,43L

Fluid specification Shell ATF L-12108

The transmission fluid is filled for the whole lifetime of the gearbox, no periodic fluid change isforeseen. After service work on the gearbox, or if the fluid becomes contaminated, the fluidmust be changed.

Oil level check conditions:

• Vehicle level

• Engine idling and at operating temperature

• Gearbox in Park position

• Gearbox sump oil temperature at 40°C

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

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Electronic Shifter Module

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

The lever allows the driver to select between the “P” - ”R” - “N” - ”D” positions, indicated onthe top of the lever, when pushed forward or backward while at the same time depressing theunlock button on the backside of the lever. The selected position will illuminate with anamber light. For most selections it is necessary to depress the brake pedal as well. Duringmanoeuvring, 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 bypushing it a short way forward (-) or backward (+).

The ESM is connected to the high speed CAN-C bus for communication with the TCM, to informthe instrument cluster about the selected state, and for diagnosis. An additional private CANbus, CAN-PT (Powertrain), connects the ESM to the TCM. CAN-PT is a redundancy bus on whichthe same messages are repeated and is used as back-up.

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Parking Lock

The parking lock is designed to hold the vehicle always safely braked when it is parked in uphillor downhill conditions. On the 8HP70 gearbox the parking lock will be actuated by electro-hydraulics 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 maximumdriving speed for engagement of the parking lock is 3kph.

This vehicle has a feature which requires the shift lever to be placed in Pbefore the engine can be turned off. This prevents the driver frominadvertently leaving the vehicle without selecting the Park position first. Thissystem also locks the shift lever in P whenever the ignition switch is in the OFFposition.

In the event of a flat battery or a system failure, the Park position of the gearbox can be manuallyreleased by pulling a cable. Access to the release cable is provided by removing a lid in the carpet in front

of the driver’s seat (picture above left).

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Gearshift paddles

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

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Gearbox control logic

Multiple downshift

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

Reverse driving

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

Overheating prevention strategy

Should failure occur in the transmission cooling system, the TCM can activate different recoverymodes in order to prevent damage to the gearbox due to overheating.

Temperature range Recovery mode

30°C to 110°C Normal operation

≥ 110°C Hot-mode operation

≥ 130°C Recovery 1

≥ 135°C Recovery 2

≥ 145°C Mechanical limp home

Normal operation

Between 30°C and 110°C the gearbox is in its normal temperature range and operates with fullfunctionality. The ideal gearbox oil temperature for maximum efficiency is 80°C. The gearboxis however designed to function at oil temperatures down to 40°C without any malfunctions.

Hot-mode operation

From 110°C oil temperature the gearbox goes into hot-mode operation. The gearbox maintainsfull functionality, no intervention is noticed by the driver, but the system takes specific measuresto reduce the oil temperature, (reducing shift times, optimizing the lock-up clutch activationstrategy and using maximum cooling capacity).

Recovery 1

Starting from 130°C, 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 theinstrument panel is activated.

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Mechanical limp home

The most extreme state of recovery is reached at a temperature of 145°C. In this case the TCMwill switch itself off for self-protection. The gearbox loses all of its functionality and changinggears is no longer possible.

The state in which the gearbox is maintained depends on the position at the moment the TCMis 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 transmissionoverheating. The engine torque will be limited after five seconds.

Gearbox operating modes

The gearbox has five different operating modes, which depend on the driving mode selected bythe driver.

Selected driving mode Gearbox operating modes

Normal + Auto Auto-Normal

Normal + Manual Manual-Normal

Sport + Auto Auto-Sport

Sport + Manual Manual-Sport

I.C.E. Auto-I.C.E.

ESC-OFF No impact on the gearbox operation

Firm damper setting No impact on the gearbox operation

Auto-Normal

This mode is active by default after the ignition is switched on. The transmission worksautomatically without needing any driver input. Gear changes are performed smoothly and atmoderate engine speeds to increase comfort and improve fuel economy. A normal-soft Kick-down strategy is applied, allowing multiple downshifts if the throttle pedal is suddenlydepressed.

When driving in Auto mode, it is possible to perform gearshifts manually by moving the shiftlever forward or backwards without pressing the unlock button on the lever, or by pulling oneof the gearshift paddles behind the steering wheel. This will cause the system to enter atemporary 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 systemwill then switch back to automatic mode according to time elapsed in “temporary” modeand driving conditions.

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Auto-Sport

The transmission works automatically without needing any driver input, but the focus is now onperformance. Gear changes take place at higher engine speeds to increase the sportiness andthe response of the vehicle. The shift speed is more rapid and when the vehicle is slowing downthe system will downshift sooner. A strong kick down strategy is applied, with multipledownshifts up to a maximum of 5 gears at the time! Manual gear shifting is allowed (seeabove).

In both automatic modes, the TCM recognises the driving style and conditions by constantlymonitoring 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 selectedmode.

Manual-Normal

The driver is in charge of the transmission and the engine speed at which gear changes takeplace. The system automatically intervenes in case of too low an engine speed to preventthe engine from stalling, or when the rev-limiter is reached (automatic upshifting). When agearshift 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 overdrivegears (7th and 8th).

Manual-Sport

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

Auto-I.C.E.

In addition to the above modes, the gearbox actuates a specific strategy when the I.C.E. mode isselected. Gear changes are performed automatically. The I.C.E. mode is not compatible withthe Manual driving mode or with the Sport mode. If one or both of these modes are active, theselection of the I.C.E. mode cancels them. In this mode the focus is on maximum control andsmooth 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. Thismeans that when the throttle pedal is suddenly depressed, the gearbox will sequentially shiftdown through the different gears one by one. Multiple downshifts are disabled. Just like inAuto-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 firstgear.

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ASIS Adaptive Shift Strategy

The new 8HP70 gearbox uses a further evolution of the ASIS self-calibrating adaptive shiftstrategy 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 andacceleration level, a specific algorithm inside the TCM assesses the road gradient. Theinstantaneous road gradient is a calculated bit-value which is subsequently put into one out offive predefined categories: strong descent, descent, level, climb and strong climb. Everycategory corresponds with a specific gearshift map available in the TCM. The road gradientadaptation 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 thedriver. The TCM constantly monitors driving parameters like accelerator pedal movement andposition, engine speed and engine torque, to evaluate the driving style with the help of aspecific 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 isconverted by the TCM into a value between 0 and 200 bits, while another 200 bits are addedwhen the SPORT driving mode is selected by the driver. Based on the obtained value between 0and 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 perfectlyaligned to the individual driving style after few hundred kms. The driver adaptation is activein the Auto-Normal and Auto-Sport driving modes, it is disabled in the I.C.E. mode.

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Interpolation

The possible combinations of 5 road gradient levels with 4 driver levels mean that a total of 20pre-programmed shift maps are stored inside the TCM. The instantaneous shift map of thegearbox is obtained by an interpolation of the 4 selected pre-programmed maps that borderthe actual bit values of road gradient and driver adaptation. By this way the most suitablegearshift strategy for the instantaneous road condition and the driver’s preferences is alwaysachieved.

The above image illustrates how the ASIS adaptive process selects the best possible shift map from fiveroad 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 modulartype and is composed of two sections of unequal length. The shorter front section connects tothe gearbox output flange via a flexible rubber joint and is supported at its rear end by a centrebearing in a flexible fitting and attached to the vehicle’s chassis. Both sections of the modulartransmission shaft are connected through a CV joint. The longer rear section of the shaft hasanother 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 theengine axis with respect to the rear differential axis, and it compensates for the small relativemovements that occur between the gearbox and the differential during driving. Thecombination of two CV joints and a flexible rubber joint provide a direct power delivery andeliminate driveline vibrations.

A flexible rubber joint is installed between thegearbox and the transmission shaft todampen driveline vibrations.

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Balancing

The gearbox, the modular transmission shaft and the differential have been balanced in thefactory as a complete assembly. If one of these components has been removed for service – evenwithout replacing parts – it is necessary to perform the shaft balancing procedure. The shaftbalancing procedure is very similar to the procedure used for the previous generationQuattroporte with automatic transmission. The balancing of the shaft is done by fitting nuts ofa known weight onto the stud extensions of the coupling flange at the differential end. Thebalancing is a dynamic procedure that requires a measurement of the shaft imbalance by usinga specific application of Maserati Diagnosi and the MDVMM (Picoscope). The principle issimilar to wheel balancing, but where for wheel balancing the balancing weight can be fitted inany position around the circumference of the wheel rim, in this case there are only six fixedpositions on the flange which must be used. During the procedure, the tester unit will indicatehow 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 fittedon the shaft.

• Shaft vibrations, measured by an accelerometer that is to be installed on the differentialhousing.

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

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

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

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Rear differential

The rear differential of the new Quattroporte is of the mechanical limited slip type. It uses amulti-plate clutch pack between each side gear and the differential case. Each clutch pack hastwo different types of flat steel plates, covered with friction lining and placed alternately in thepack. 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 (spidergears) are mounted on two driving pins, at right angles to each other, so that they mesh withthe side gears. The clamping of the friction discs, and thus the limiting torque of thedifferential, lies in the use of a cam-ramp assembly. The spider gears mount on the pinion crossshaft which rests in angled cutouts forming cammed ramps. The cammed ramps are notsymmetrical. Both sides are sloped, but asymmetric. This asymmetry is responsible for thedifferent locking factors in load (driving) and overrun (engine braking) conditions. Thedifferential of the new Quattroporte has a locking factor of 35% in acceleration and 45% inengine braking. The limited slip factor allows the differential action under normal drivingconditions. However, when road conditions are not normal a limited slip differential reducesdifferential action, so that a wheel cannot spin, and drive is maintained to both wheels. Astronger limiting torque aids stability under engine braking.

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Differential characteristics

Final drive gears Hypoid gear set with 34mm axis offset

Final drive ratio 2,93 to 1

Limited slip Wet multidisc clutch pack with friction lining

Locking factor in acceleration 35%

Locking factor in release 45%

Oil quantity 1,3L

Oil specification Premixed CHEVRON Oil PN-225170 (Synthetic AxleLubricant SAE 75W-90 – FE HYPOID GEAR LUBRICANT)(GM 9986226).Or mix to 7% of additive:

• CHEVRON 2276 GM Synthetic Gear oil as the baseoil SAE 75W-90 (also GM PN-89021677).

• Additive: Lubrizol 6178 GM Limited Slip LubricantAdditive (also GM PN-1052358).

Scheduled maintenance No

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Drive shafts

A driveshaft assembly comprising a steel shaft with a constant velocity joint at each end, is usedto transmit the drive torque from each differential output gear to the rear wheel hub. Thetwo shafts are of unequal length due to the asymmetric design of the differential housing. Theright hand drive shaft is slightly longer than the left one. The CV joints are packed with greaseon initial assembly, and are maintenance free. It is however important that the protectivegaiters are carefully inspected at service intervals for damage or leakage. The joint willdeteriorate quickly once contaminated with dirt or water.

The inboard CV joint is equipped with a male splined spigot shaft which engages with thefemale 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 carriesa second CV joint whose spigot shaft is used to clamp the hub into the wheel bearing and hubcarrier via thread on the end of the shaft and a retaining nut.

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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















Braking system

Content

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Wheel brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Electronic vehicle stability control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Vehicle speed and VSO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6System functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

ESC operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11ESC-Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11ESC-Sport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11ESC-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Electric parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12EPB operating logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Service operations on the EPB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

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Brakingsystem


Introduction

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 performancelevels of the twin turbo V8 engine.

The braking system, with co-cast technology uses large, monolithic calipers with six pistons atthe front and four pistons at the rear. This system is not only highly effective in terms ofstopping power, but has also been designed to enable better heat exchange, resulting in moreefficient cooling and constant performance during sportier usage. Particular attention has beenpaid 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 assome new enhancements for additional functionality. Electric parking brake (EPB) is part of thestandard equipment for all Quattroporte vehicles.

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Other than being functional, the brake caliper is also a typical stylistic element of the MaseratiQuattroporte. 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 Ø 380 x 32mm, perforated and co-moulded (Dual-cast)

Calipers Brembo fixed monolithic caliper, 6 pistons, Ø 38/34/30mm

Effective pad surface 110cm2

Rear brakes

Discs Ø 350 x 28mm perforated integral cast iron

Calipers Brembo fixed caliper, 4 pistons, Ø 32/28mm

Effective pad surface 65cm2

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Braking system

Master cylinder Tandem type, Ø 17/16”

Circuit type X-split

Brake fluid Synthetic fluid: USA FMVSS n. 116 DOT 4, ISO 4925 Class 4, JIS K2233 Class 5, AS/NZ 1960 Class 3, SAE J1704, CUNA NC 956-01.Recommended fluid: Shell Donax UB (DOT4 Ultra) or Shell Brakeand Clutch Fluid DOT 4 Ultra.

Brake force booster Vacuum operated tandem type, Ø 9 +9”

The braking system consists of ventilated and cross drilled discs all round with fixed Brembocalipers front and rear. The front calipers have a total of 6 pistons, consisting of three pairs ofunequal 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 heatdissipation thanks to the use of the aluminium, while the excellent frictional characteristics ofcast iron throughout the complete temperature range of the brakes is retained. The rearcalipers use four pistons, again having two pairs of unequal diameter pistons and the 350mmrear discs are made of integral cast iron. The central part of the rear disc acts as the drum forthe parking brake linings. The front and rear discs are sandwiched between the road wheelsand wheel hubs, an additional small screw retains the disc during assembly. The brake padshave a large effective surface area of 110cm2 at the front and 65cm2 at the rear. They usea specific compound that has been developed especially for the new Quattroporte and isdesigned to enhance braking performance during high speed driving, with good fade and padwear characteristics. The pads have integrated wear sensors that trigger a warning lamp onthe 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. Atranslucent brake fluid reservoir is fitted on top of the master cylinder and has MIN and MAXlevels indicated on it. A fluid level switch informs the driver via a warning lamp if the fluid levelbecomes dangerously low. The force on the master cylinder is servo-assisted via a vacuum typebrake booster. A pressure sensor is installed on the brake booster for the future applicationof Stop & Stop technology.

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Electronic vehicle stability control systems

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 generationESP8, but offers a number of system improvements as well as added functionality. The ESP9 unitis more compact resulting in a smaller displacement (1,340L compared to 1,620L of ESP8), andreduced weight (1,6kg compared to 2,3kg for ESP8). The ESC offers an optimizedmicroprocessor design as well as a control unit based on printed-circuit technology. Itincorporates all the features of the previous system (ESP8). A new pump motor with rare-earthtechnology permits a significant improvement in the power-to-weight ratio. Integration ofthe dynamic inertia sensors and a specific sensor for monitoring the master cylinder pressureenables a precise control, even at the lowest of brake pressures. The ESC unit is connectedto 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 definedmathematical procedures (control algorithms). The results of these calculations form the basisfor the control signals sent to the hydraulic modulator. The hydraulic modulator increasesand decreases the pressure in the brakes of the vehicle according to the functionalrequirements. A new feature of this ESP9 control unit is that the sensors that measure the yawrate and the lateral and longitudinal acceleration are integrated within the control unit. TheESC unit is connected to the high-speed CAN-C network for data exchange with othervehicle 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 actualmotion of the vehicle. If the desired direction chosen by the driver and the actual motion of thevehicle differ greatly, the ESC function attempts to correct the vehicle motion by applying thebrakes selectively.

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

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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 signalsto the control unit. The speed signals are used by the processor to calculate the degree ofslip between the wheels and the road surface. The sensors used are of the active type (withintegrated microprocessor) and connect to the ESC unit by two wires, power and signal. Eachsensor 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 determinethe desired direction selected by the driver. On the new Quattroporte this sensor is integratedin the SCCM (Steering Column Control Module) and communicates to the ESC unit via theCAN-C network.

Brake pedal switch

The brake pedal switch is connected to both the ESC unit and the BCM. All three stoplights areactivated by the BCM.

Vehicle speed and VSO

In the vehicle’s 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 speedsensors, and the tire circumference which is part of the vehicle configuration data. Thevehicle speed calculation is made from the average speed of the two rear wheels, while thewheel 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 agateway for the CAN-I nodes.

Apart from putting vehicle speed information on the CAN bus, the ESC unit also generates ananalogue signal, called Vehicle Speed Odometer (VSO). VSO is a 5V square wave signal witha variable frequency that increases with the driving speed. It is used by certain modulesthat have no access to CAN, such as the speed adaptive power steering module (CSG) and thesunroof module.

System functionality

The new ESP9 system offers the same tried and proven features of the previous system (ESP8), aswell 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 duringan emergency braking situation, which not only allows the car to stop in as short a distanceas possible but also improves the vehicle’s directional stability during the wholemanoeuvre. During braking, the tendency for wheel lock of one or more road wheels isdetected by the monitoring of the wheel speed sensor signals, it prevents the wheels fromlocking 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. Arolling 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 axlethrough an integrative self-learning process. This ensures that the optimum brake balance fordifferent road surface conditions and different vehicle load conditions is always achieved. Awell 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 fromspinning in case too much drive torque for a given grip condition is delivered. This is achievedby individually braking the spinning wheel and by reducing the engine torque. Wheel spinof one or more driven wheels during vehicle acceleration is detected by monitoring the wheelspeed sensor signals. The ESP unit sends via CAN an engine torque reduction request to the ECMwhich overrides the driver’s 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-torqueControl. This is a function that will prevent vehicle instability by negative engine torque duringdownshifting in low grip conditions. MSR will command the engine ECU (ECM) to open thethrottle valves and reduce engine brake torque when locking of the rear wheels duringdownshifting is pending.

Electronic Stability Control (ESC)

This system enhances directional control and stability of the vehicle under various drivingconditions. The ESC function is activated if a deviation from the intended course is detectedwhile the vehicle is being driven.

The ESC function works by detecting rotational motion of the vehicle and compensating fordriving errors. It corrects for oversteering and understeering of the vehicle by automaticallyapplying the brake of the appropriate wheel. Engine power may also be reduced to assistin counteracting the conditions of instability and maintain the right direction. The ESC modulecompares the input from the steering angle sensor and the integrated yaw- and accelerationsensors. Together with other vehicle dynamics parameters like driving speed and throttleposition, it constantly assesses the dynamic stability condition of the vehicle. In case ofdiscrepancy between the required and the actual trajectory, the ESC system brakes theappropriate wheel to counteract the condition of over- or understeering.

• Oversteer – when the vehicle is turning more than appropriate for the steering wheelinput. The outer front wheel is braked.

• Understeer – when the vehicle is turning less than appropriate for the steering wheelinput. The inner rear wheel is braked.

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Hill Start Assist (HSA)

The HSA system is designed to assist the driver when setting off from rest on an incline. HSAmaintains the level of brake pressure for a short period of time (2 seconds) after havingreleased the brake pedal. If the driver does not apply the throttle during this short period oftime, the system will release brake pressure and the vehicle will start rolling downhill dueto gravity. Within the applied brake pressure time period the system will release brake pressurein proportion to the amount of throttle/torque applied as the vehicle starts to move in thechosen 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 inforward 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).

Brake Assistance System (BAS)

This system completes the ABS system by optimizing the vehicle braking capacity duringemergency brake manoeuvres. The system detects an emergency braking situation by sensingthe rate and amount of brake application and then applies optimum pressure to the brakesin order to reduce the stopping distance.

During a panic braking situation, the brake pressure is raised to the locking pressure, regardlessof whether the driver raises the braking power by himself or not. Once the brake pedal isreleased, the BAS is deactivated.

Note: for the M139 generation Quattroporte this function was referred to as Hydraulic BrakeAssistant or HBA.

Ready Alert Braking (RAB), new!

Ready Alert Braking may reduce the time required to reach full braking during emergencybraking situations.

It anticipates when an emergency braking situation may occur by monitoring how fast thethrottle is released by the driver. When the throttle is released very quickly, RAB applies a smallamount of brake pressure into the hydraulic circuits to close the air gap between the brakepad and the disc. With this, the pressure build time in the brake system is reduced and pressureis simultaneously applied to the brakes on all wheels. This slight brake pressure will not benoticed by the driver. The brake system uses this brake pressure to allow for a fast applicationresponse 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 themaximal deceleration in spite of strong brake pedal activation. This can happen due to hightemperature 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 thedriving torque of each individual driven wheel. Individually varying the wheel torque willinfluence the vehicle behaviour during cornering.

More precisely, in case of pending understeer on a curve the inner rear wheel is braked whilethe driving torque to the curve outer rear wheel is increased. This result is an increase inyaw-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 alldriven wheels.

• Better response to steering input caused by the virtual reduction of the moment of inertia.

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The table below allows a better understanding of the differences between ESC and DWT-B:

ESC DWT-B

Goal Improving safety by maintainingthe vehicle’s stability in a criticalsituation

Improving agility and corneringspeed by eliminating understeer

Activation React: when a certain degree ofinstability (understeer or oversteer)is detected

Act: in a situation where understeeris pending

Actuation Exerts yaw torque by braking oneor all wheels. In the driven case, itreduces engine torque

Exerts yaw torque by braking onewheel and increasing the enginetorque accordingly

Result Reduction of vehicle speed,maintaining of stability

No reduction of vehicle speed,increased agility and steeringresponse

Driver feeling Intervention possibly noticed,inharmonious vehicle handling

No intervention noticed by thedriver

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ESC operating modes

The ESC system has three operating modes, which depends on the driving mode selected by thedriver.

Selected driving mode ESC system operating mode

Normal + Auto ESC-Normal

Normal + Manual

Sport + Auto ESC-Sport

Sport + Manual

I.C.E. ESC-Normal

ESC-OFF ESC-Off

Firm damper setting No impact on the ESC operation

ESC-Normal

This mode is active by default after the ignition is switched to on. In this mode the fullfunctionality of the ESC system is available. ESC is tuned according to the American FMVSS126-Sine-With-Dwell requirements.

ESC-Sport

The ESC-Sport mode is characterized by softer ESC interventions, higher activation thresholdsand a higher target slip of the traction control system. ESC is tuned according to therequirements of the Maserati’s vehicle dynamics engineers. If during driving the vehicle is in acondition in which the FMVSS126-Sine-With-Dwell requirements cannot be fulfilled, theESC-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 drivingexperience 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 brakepedal is pressed to support the driver. This intervention, however, is not indicated by anylamp 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 selecteddriving mode, i.e. they are tuned in the same way for all three ESC operating modes.

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Electric parking brake

System overview

All vehicles are equipped as standard with an Electric Parking Brake (EPB). The EPB is an electro-mechanical device which prevents the vehicle from moving in stationary situations. It replacesand extends the functionality of the traditional mechanical parking brake (hand brake). Theparking brake itself consists of drum brakes integrated inside the rear wheel brake discs (”Drumin Hat” configuration) and are operated by means of a cable. They are linked to the EPB unitwhich is designed as an electrically operated cable puller with integrated ECU. The EPB unitis installed on top of the rear sub-frame, underneath the luggage compartment floor. A parkingbrake activation switch is installed on the centre console. The EPB unit is of a different typefrom the one used on the M139 and M145 models, but its operation is similar. Anotherdifference with respect to the EPB system of the previous generation, is that both cables for thetwo 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 thereforegives 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 andfor diagnostics. In particular, it works in close relation with the ESC unit. It is the task of theESC unit to evaluate whether the right conditions for parking brake engagement ordisengagement are met, and it commands the EPB unit. In case of any suspected malfunction ofthe EPB system, it is therefore useful to check also the correct operation of the ESC system andcheck for error codes.

EPB operating logic

Assisted parking brake

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

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Auto Apply

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

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 driver’s 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 ispulled and the vehicle speed is not zero, the vehicle will brake until the switch is released oruntil the vehicle comes to standstill. This function is managed by the ESC unit. The ESC unit willslow 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 stoplights will work as well.

The vehicle stops breaking as soon as the switch is released. If the switch is pulled untilstandstill, the EPB will engage the parking brake when the speed has reached zero, and afterthis the ESC unit releases the calipers.

This function allows the driver to slow down and stop the vehicle in a controlled and safemanner.

After the vehicle’s battery has been disconnected, it is necessary to perform anEPB engagement/disengagement cycle by manually using the EPB switch. Thisallows the EPB unit to learn the full stroke which is necessary for its automaticoperation.

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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 amanual 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 onthe 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 checkedfor error codes with Maserati Diagnosi.

EPB actuator calibration

After components of the parking brake system like the rear brake discs, cables or the EPB unithave been removed or replaced, or the manual release procedure of the EPB has beenperformed, 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, andcalibrates the cable stroke to the cable tension.

A correct calibration is necessary for the EPB to apply the right amount of cable tension. Anerror code will be stored in the EPB unit if the system is not calibrated. Always check the unitfor error codes after a system calibration or after any service operations on the EPB.

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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















Driving controls

Content

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Steering wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Steering column with electrical adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Steering rack and speed-adaptive power steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Speed adaptive control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Control logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Adjustable pedal unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

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Introduction

The steering system of the new Quattroporte has been developed by Maserati’s chassisengineers to give the car the desired handling characteristics and provide a precise control. Thevehicle's agility has also been increased by reducing the steering ratio over that of the previousgeneration of Quattroporte.

The power steering system is hydraulic and retains the speed adaptive control as used on theprevious Quattroporte, which received a new calibration map. The steering wheel ismultifunctional and available with a number of personalization options. The steering column iselectrically adjustable and incorporates an electrically actuated lock mechanism. A new featureis the electrically adjustable foot pedals.

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Steering wheel

The steering wheel, multifunctional and electrically adjustable with memory function, isfinished as standard in full leather. A choice of 5 different colours of leather is offered, andoptionally 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 mobilephone and voice controls and the controls to navigate through the multifunction display ofthe instrument cluster (right side), controls to navigate through the MTC system on the backsideof the spokes, and the horn switch which is integrated centrally behind the airbag unit. Theseswitches are all electronically grouped together and connected to the SCCM (SteeringColumn Control Module) via a serial LIN line.

The SCCM is installed behind the steering wheel on the steering column, and incorporates theclock spring, the steering angle sensor, the steering wheel stalk for wiper/washer control andthe joystick for the steering column adjustment.

Optionally, steering wheel rim heating can be requested (only available in combination with asteering wheel with wood inserts). An electric heating element is integrated inside the rim thathelps warm the driver’s hands in cold weather. The heated steering wheel has only onetemperature setting. Once turned on, this function will operate for approximately 58 to 70minutes before automatically shutting off. The heated steering wheel can shut off early or maynot turn on when the steering wheel is already warm.

The steering wheel heating is activated by the CSWM (Comfort Seats and Wheel Module) thatcontrols the heating/ventilation functions of the front seats. If preferred, the steering wheelheating 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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Steering column with electrical adjustment

Electrical adjustment of the steering column in both reach and height with memory function isa standard feature of the new Quattroporte. An electro-mechanical actuator (DC motor andspindle mechanism) is integrated in the steering column and actuated by the SCCM. The joystickfor adjustment is installed on the lower left side of the steering column. The steering columnposition memory is linked to the driver’s seat memory. To this end the SCCM interfaces with theMSM (Memory Seat Module) via the CAN-I bus.

The steering shaft has a collapsible section which is designed to absorb energy and to avoid thesteering 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 steeringwheel lock is electrically actuated. The ESCL unit (Electric Steering Column Lock) is installedon top of the steering column. See the chapter “Electrical Systems and Devices” for more detailsabout this system.

1. Electronic steering column lock (ESCL)

2. Steering column electrical adjustment

actuator

3. Collapsible steering shaft

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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 12,32m

Turning circle between walls 14,28m

Steering rack ratio 56mm/turn

Steering wheel turns, lock to lock 2,74

Power steering hydraulic fluid ATF DEXRON II D LEV, SAE 10W - ATF Type A - MB 236.2- ZF ML09/12 - Shell Donax TM

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The TRW steering rack is in aluminium throughout, and is installed on the rearmost crossmember of the front sub-frame structure. The rack is developed for the specific architecture ofthe front suspension to enable precise geometry control which results in precision steeringand sensitivity upon entry into corners. The reduced steering ratio compared to the previousQuattroporte (only 2,74 turns lock to lock) enables a level of agility which is unusual for cars ofthis 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 frontend accessory drive belt. An oil/coolant heat exchanger is installed in the circuit. This heatexchanger is integrated in the secondary cooling system of the vehicle, which also providescooling for the transmission.

An oil temperature sensor is installed on the exit pipe of the heat exchanger. If the temperaturebecomes too high, the ECM will activate the electrical auxiliary water pump of the secondarycooling circuit to increase the cooling capacity.

A power steering fluid temperature sensor isinstalled 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 operationof this system is very similar to the system on the previous generation Quattroporte. The aimof this system is to make the steering feel comfortably light during manoeuvring and at lowdriving 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 steeringrack is regulated by an oil control valve installed on the steering rack. The oil control valve iscommanded by the CSG module (Centralina Servo Guida – power steering ECU) in relationto the driving speed.

The CSG module receives a switched 12V power supply and is consequently only operationalunder Key On conditions, it controls the oil control valve fitted on the steering rack by means ofa variable current signal (0-800 mA). The CSG module operates the oil control valve in relationto the driving speed, therefore it receives a variable frequency VSO signal (Vehicle SpeedOdometer) from the ESC unit.

The CSG module is not connected to the vehicle’s CAN network; it uses a serial K-line fordiagnostic purposes. In the event of a system failure, a specific warning lamp will be activatedon the instrument cluster.

Activation current Oil control valve Power assistance level

0mA Rest position Minimal power assistance

800mA Fully activated Maximal power assistance

The CSG module is fitted on the vehicle’s firewall,on the driver’s side.

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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 speedincreases, the current to the solenoid valve is reduced. The amount of power assistance isconsequently limited and hence increases the road feel. The system operates by means of afixed curve, and is not affected by the selected driving mode.

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Adjustable pedal unit

Power adjustable foot pedals are standard on all LHD vehicles. For technical reasons, thisfeature is not available for RHD vehicles.

The adjustable pedals system is designed to allow a greater range of driver comfortproportioned to the steering wheel tilt and the seat position. This feature allows the brake andaccelerator pedals to move toward or away from the driver’s feet. The control switch is locatedon the front side of the driver's seat cushion shield. Optionally available are brushed stainlesssteel sport pedals and left foot rest with high grip rubber inserts.

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An electric DC-motor is integrated in the accelerator pedal unit and adjusts the position of theaccelerator pedal. The DC-motor is also linked by a cable to a spindle mechanism on the brakepedal assembly. Both brake and accelerator pedal move simultaneously forward or backwardwhen the motor is operated.

The electrical adjustment of the pedals is controlled by the Memory Seat Module (MSM) so thatthe position of the pedals is linked to the programmed position of the driver’s seat.

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

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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice




















Content

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Wheels and tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2Rim choices: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318” collapsible spare wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4“Tirefit” repair kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Snow Chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

TPMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Driver alerting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6“Service Tire Pressure Monitoring System” Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Using the collapsible spare wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7TPMS deactivation and calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8Tire Pressure Module (TPM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8Wheel units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

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

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

Skyhook continuous damping control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15System components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15Skyhook operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

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

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Introduction

For the new generation Quattroporte, a completely new suspension layout has been developed.Maserati’s chassis engineers have decided to start from scratch in order to achieve newstandards in ride quality, comfort and vehicle control. The result is a completely new frontsuspension with a high quadrilateral layout and a sophisticated multi-link rear suspension. It isthe first time that this type of construction has been applied to a Maserati car. Ample use offorged aluminium throughout the suspension design has helped to keep the unsprung massesas low as possible, while offering great stiffness. The advanced suspension system of theQuattroporte make the car perform like a GT car while giving a driving experience of comfortand ride quality at the top of its segment.

The chassis is further complemented with a new generation of Skyhook adaptive dampingcontrol system with increased calculation speed and the possibility for the user to select dampersettings independently from the settings for the powertrain. At last the Quattroporte is, at itslaunch, 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

The new Quattroporte mounts 19” to 21” lightweight alloy rims with a choice of 4 differentdesigns. The 19” and 20” sizes are flow formed for reduced core thickness and hence lightweight with uncompromising stiffness and strength. The 20 inch “Q439” rim is chosen as thestandard fitment to the Quattroporte with V8 engine.

The optional and impressive 21” rim is forged - this highly technological solution was adoptedto emphasise light weight and styling, and indeed despite its larger size the 21” rim weighsno more than the 20” rim. The production process of a forged rim is lengthy and requireselevated skills. The advantages of a forged rim compared to a traditional alloy rim aresignificant: a better ratio between suspended and unsuspended masses improves the operationof the suspensions which benefits comfort, grip and handling.

The choice of wheel size will influence the vehicle behaviour and feeling therefore it isrecommended to follow these general guidelines:

• 19”: oriented towards reduced fuel consumption combined with low rolling noise anddriving 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 blacklacquered hub cap, gives a particularly effective and refined result.

• Q439: 20” rim in large grain metallic anthracite; with its 7 spokes, the design is verydynamic in appearance and is contrasted by the diamond finished first surface for a touchof eclectic class; technical look and refinement are the keywords.

• Q433: the warm metallic anthracite tending towards bronze finishing of this 20” rimhighlights the heritage of the Maserati brand.

• Q421: 21” forged alloy rim with "metallurgical" painted finish evokes a cold flame fluidmetal, with no perceptible grain. This rim evokes sportiness and technology.

Wheel code Wheel sizefront

Wheel size rear Construction Standard/Optional

Q439 8,5”J x 20” 10,5”J x 20” Flow formed aluminium S

Q433 8,5”J x 20” 10,5”J x 20” Flow formed aluminium O

Q421 8,5”J x 21” 10,5”J x 21” Forged aluminium O

Q431 8,5”J x 19” 10”J x 19” Flow formed aluminium O

Tires

Wheel size Front tire size Rear tire size Original fitment

19” 245/45 ZR19 98Y 275/40 ZR19 101Y Pirelli/Continental/Dunlop

20” 245/40 ZR20 99Y 285/35 ZR20 100Y Pirelli/Continental

21” 245/35 ZR21 96Y 285/30 ZR21 100Y Pirelli/Continental

18” spare tire 175/55-18 95P Vredestein

Tire pressuresPartial loadcondition*

Full load condition**High speed

driving*** partial/fullload

Front pressure, allsizes

2,2 bar (32psi) 2,6 bar (38psi) 2,7 bar (39psi)

Rear pressure, all sizes 2,2 bar (32psi) 2,6 bar (38psi) 2,7 bar (39psi)

Spare tire 2,5 bar (36psi) 2,5 bar (36psi) —

(*) considering 2 passengers + luggage

(**) considering 4-5 passengers + luggage

(***) not for winter tires

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18” collapsible spare wheel

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

The 18” collapsible spare wheel and tire inflation kit are standard equipmentfor USA/Canada, Middle East and China specification vehicles. It is available onrequest 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 foundunderneath the luggage compartment floor. With the tire deflated, a sealing resin is injectedwhich hardens around the point of puncture, thus blocking it. Foreign bodies (e.g., screwsor 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 ispossible to resume the trip. This kit will provide a temporary tire seal only, allowing to drivethe 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 replacedwith 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 equippedwith an 18” collapsible spare wheel.

Snow Chains

The use of snow chains of reduced dimensions, with a maximum projection of 6mm beyond thetire tread is allowed. The chains may be fitted only on 19” driving wheels (rear wheels). Withthe 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 eachcountry.

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 theone installed on the M139 generation Quattroporte.

The system is composed of 4 pressure sensors integrated in the wheel valves (wheel units) andone central TPMS receiver. The TPMS receiver decodes the radio frequency (RF) signalstransmitted by each of the vehicle’s wheel units. The receiver uses its pre-programmed pressurethresholds to alert the driver when a wheel unit sensor detects pressure loss. The receiver usesthe vehicle’s network to communicate any TPMS or system diagnostic messages. The receivermonitors wheel rotation and rotation direction (transmitted by the wheel units), and thereceived signal strength information for each sensor: this enables it to automatically determinethe location of each individual wheel unit on the vehicle. Because of this, the sensors do notneed to be reprogrammed after the tires are rotated or replaced. The display automaticallyupdates with the vehicle’s new tire and sensor positions.

Driver alerting

The driver can read out the precise pressure values of the 4 tires at any preferred moment byselecting 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 willilluminate in the instrument cluster and a sound will advise the driver of this condition. Theinstrument cluster will also display a “Tire Pressure Low” message and a screenshot reportingthe 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 stopflashing, and the TPMS light will turn off. The vehicle may need to be driven for up to 20minutes above 24km/h (15mph) in order for the TPMS to acquire and process the updatedinformation.

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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 litfollowed by a beeping sound. Thereupon the instrument cluster will display a “Service TirePressure 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 iscycled, the sequence will repeat, if the system fault still persists. If the system fault no longerexists, the TPMS light will no longer flash, and the “Service Tire Pressure MonitoringSystem” 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 sameradio frequencies as the TPMS wheel units.

• Installing aftermarket window tinting that contains materials that may block radio wavesignals.

• 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 fora minimum of five seconds when a system fault related to an incorrect sensor location fault isdetected. In this case, the “Service Tire Pressure Monitoring System” message is thenfollowed by a graphic display with pressure values still shown. This indicates that the pressurevalues are still being received from the wheel units but they may not be located in thecorrect vehicle position. The system still needs to be serviced as long as the “Service TirePressure 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 aTPMS sensor.

If a wheel having its pressure below the low-pressure warning limit is replaced with thecollapsible spare wheel, on the next ignition switch cycle, the TPMS light will illuminatefollowed by a beeping sound. In addition, the graphic in the instrument cluster will still displaya 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 flashfor 75 seconds and then remain lit. The instrument cluster will then display a “Service TirePressure 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 willflash for 75 seconds and then remain lit. The instrument cluster will then display a “ServiceTire Pressure Monitoring System” message for a minimum of five seconds and subsequentlydisplay dashes (--) in place of the pressure value.

Once the spare wheel is replaced again by a normal road wheel with TPMS sensor, the TPMS willupdate automatically. The TPMS light will turn OFF and the graphic in the instrument clusterwill display a new pressure value instead of dashes (--), as long as no tire pressure is below thelow-pressure warning limit in any of the four tires. The vehicle may need to be driven for up to20 minutes above 24km/h (15mph) in order for the TPMS to acquire and process the updatedinformation.

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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 andthe four tire pressure values if the vehicle is driven for 20 minutes between 24km/h and120km/h.

The TPMS can be deactivated if replacing all four wheels with wheel and tire assemblies free ofTPMS sensors, such as winter wheel and tire assemblies. After replacing all four road wheelswith wheels and tires not installed with wheel units, drive the vehicle for 20 minutes above24km/h (15mph). The TPMS will chime, the TPMS light will flash on and off for 75 seconds andthen remain on and the instrument cluster will display the “Service Tire Pressure MonitoringSystem” message and then display dashes (--) in place of the pressure values. Beginning with thenext ignition switch cycle, the TPMS will no longer chime or display the “Service Tire PressureMonitoring System” message in the instrument cluster but dashes (--) will remain in place of thepressure values.

To reactivate the TPMS, replace all four wheel and tire assemblies (road tires) with tires fittedwith TPMS sensors. Then, drive the vehicle for up to 20 minutes above 24km/h (15mph). TheTPMS will chime, the TPMS light will flash for 75 seconds and then turn off. The instrumentcluster will then display the “Service Tire Pressure Monitoring System” message. The instrumentcluster will also display pressure values in place of the dashes (--). On the next ignition switchcycle the “Service Tire Pressure Monitoring System” message will no longer be displayed as longas no system fault exists.

Tire Pressure Module (TPM)

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

The new generation TPMS uses a singlecentral receiver which is located underneaththe vehicle’s floor in the area in front ofthe fuel tank on the right hand side.

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Wheel units

The wheel unit monitors a vehicle’s 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 valvestem, periodically measures actual tire pressure and temperature. By means of RFcommunications, this pressure and temperature information is transmitted to an on-boardreceiver, the TPM. The TPM decodes the incoming RF signals, formats the data and transfers thedata to the CAN-C bus within the vehicle as required. The system will also automatically detectthe wheel locations of each wheel unit on the vehicle. This is achieved by the wheel unitdetermining side-to-side location via rotational sense detection, and the TPM determining thewheel 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 neededwhen wheels/tires are rotated.

• Pressure measurement accuracy of ± 5% in a temperature range from 40°C to +100°C.

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 directioninformation.

• 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 receivethe localization command from the TPM if calibration is necessary. Depending on the stateof the wheel unit, it will sense the actual tire pressure and temperature and then transmit theinformation 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 thewheel unit will transmit tire pressure and temperature information, as well as its ownidentification code, at regular intervals (about every 60 seconds). A special state of theDrive mode is the “Localization mode”. In Localization mode the wheel unit will tryto detect the rotation direction – clockwise or anticlockwise – and transmits this info to theTPM. The localization mode is activated on request of the TPM if system calibration isneeded. The conditions for “Localization mode” are a driving speed between 20 and120km/h.

• Stationary mode: the wheel unit is considered to be in Stationary mode if no motion isdetected and a rest period has expired. When in Stationary mode the wheel unit doesnot transmit any regular information, but continues to carry out regular pressure andmotion detection samples. If the wheel unit is moving then Stationary mode is exited andDrive mode is activated.

• Off mode: this is the mode with the lowest power consumption and is mainly used forstorage and transportation before fitting to a wheel. During Off mode, the wheel unit willnot transmit information. The Off mode can be exited if a tire inflation (pressure) isdetected.

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Front suspension layout

For the front axle, a “high quadrilateral” double wishbone layout has been developed. Thismeans that the ball joint of the upper suspension triangle with the hub carrier is no longerpositioned 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 theupper triangle positioned high in the wheel arch area.

This construction has a specific advantage over a traditional double wishbone design: becauseof the increased distance between the lower and the upper ball joints of the hub carrier, thesteering axis of the front wheels, which is defined by these two points, is less influenced by thedynamic forces working on the wheel and remains more constant. Lateral stiffness of thesuspension is important for handling, while longitudinal stiffness (a constant caster angle)avoids unwanted reactions during braking. This construction offers maximum kinematic rigiditywhile 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 morerefined drive, and has been confirmed as the ideal choice for the desired driving characteristicsof the new Quattroporte.

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An additional advantage of the high quadrilateral layout is that it allows for more amplesteering angles. This results in a manoeuvrability that is considerably improved over theprevious generation Quattroporte (reduced turning circle, despite the longer wheel base). Withits physical quadrilateral architecture, carefully designing the steering angles has enabledMaserati’s vehicle dynamics engineers to provide the new Quattroporte with precise, directsteering.

The upper and lower suspension levers, as well as the hub carrier, are all made out of forgedaluminium. A new front anti-roll bar is optimized to give great agility during cornering and toreduce body roll. The twin-tube shock absorbers are completely made out of aluminium andcontain the electronically controlled CDC solenoid valves for a constant and real-timeadaptation of the damping characteristics for the different road and driving conditions. Theconstant 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 enginemounts, are installed on a subframe that is made out of a combination of cast and extrudedaluminium. To achieve maximum stiffness, an additional aluminium crossbeam reinforcementstructure connects the area behind the lower wishbones with the body structure. The uppersuspension levers and the shock absorbers are installed on a cast aluminium top mount domestructure that forms an integral part with the vehicle’s body.

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Rear suspension layout

At rear, the new Quattroporte displays a masterpiece in suspension design. The solutionemployed is a multi-link configuration with 4 forged aluminium bars and a fifth link made ofhigh stress steel that at the same time acts as a spring platform. All the five links of a suspensioncorner operate independently of each other, as they are all individually connected both atchassis side and at wheel hub side. This construction offers the purest kinematic control of thewheel movements, and allows for a precise design of the wheel angles. Seen from above, thetwo upper suspension links are crossed with each other. This is a unique feature that moves thevirtual steering axle of the rear wheel more inward, and optimizes the wheel angles (camberand toe) over the suspension travel. The rear toe is controlled by a fifth link of which the fixingpoint 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 CDCsolenoid valves. An anti-roll bar is added. The rear suspensions are installed on a steel sub-framestructure which also carries the rear differential. Given the complexity of its shape, the rearhub 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 DampingControl (CDC) system which has been co-developed with specialist ZF-Sachs. Damping forces foreach 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 toa 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 bodymovement, 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, anddynamics by adjusting damping forces optimally for each individual wheel. A control unitcalculates the requisite damping forces within milliseconds, and adjusts the shock absorbers justas quickly. Vehicle sensors monitor values such as body, wheel, and lateral acceleration, anduse 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 CDCproportional oil control solenoid valves.

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The twin-tube front and rear shock absorbers each contain a proportional solenoid valve thatforms an integral part with the damper body. It regulates the oil flow both for compression andfor rebound in milliseconds and hence alters the damping characteristics.

The ADCM controls each solenoid valve in current control by means of a PWM signal. Anactivation current of 0A (0% PWM) corresponds with the most firm damper position, while thedamping characteristic softens when the current increases. At full activation of the solenoidvalve (100% PWM), the current reaches a maximum of 1.8A and the damper is set in itsmost 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 andthe three selected points of the vehicle’s body (two at the front and one at the rear). Theacceleration sensors are capacitive sensors. The wheel and body sensors are similar and differonly in their sensing range, since the accelerations recorded by the wheel sensors are higherthan those measured by the body sensors.

The sensors are powered by the ADCM by means of a 5V signal, and provide the ADCM with avoltage signal (0-5V) which is proportional to the acceleration measured.

Body vertical acceleration sensor.

A total of three body acceleration sensors are fitted in the vehicle: two front sensors fitted on each frontsuspension 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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When installing a sensor, specific attention must be paid to the sensordirection which is indicated by an orientation arrow which must always bepointing upwards.

Active Damping Control Module (ADCM)

The ADCM is positioned in the luggage compartment, at the right hand side. It receives andprocesses the signals from the 5 acceleration sensors and other dynamic vehicle information itreceives via CAN (engine torque, driving speed, brake pressure, steering angle and vehicle yaw,and lateral and longitudinal acceleration values). Based on this information, the ADCMconstantly 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) issubsequently 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 vehiclesystems and for diagnostics.

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

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Skyhook operating modes

One of the outstanding features of the New Quattroporte is the possibility to select thedamping settings independently from the other selected driving modes. A specific button forthis 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 settingsselection button.

Selected driving mode Skyhook operating mode

Manual

No impact on the Skyhook operationSport

I.C.E.

ESC-OFF

Firm damper setting off Normal (comfort)

Firm damper setting on Firm (handling)

Normal (comfort)

This mode is active by default after the ignition is switched to on. The dampers use a more softmapping for a maximum absorption of irregularities of the road surface. This setting puts thefocus on driving comfort.

Firm (handling)

The dampers use more firm mapping to benefit the car’s handling. This setting, developed onthe track and in extreme conditions to promote a highly sports-oriented style of driving, ischaracterised by reduced load transfers, both longitudinal and lateral, and reduced bodymovements.

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Wheel geometry and alignment

The following parameters related to the vehicle’s 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 chassisside.

• 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, andregulating 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 19” wheels

Load condition All liquids at correct level, full tank of fuel, no driver

Tire size front 245/40 ZR20 – 245/35 ZR21 245/45 ZR19

Tire size rear 285/35 ZR20 – 285/30 ZR21 275/40 ZR19

Tire pressure front and rear 2,2 bar

Front track 1634mm

Rear track 1647mm

Toe-in front (per side) 0,30 ±0,2mm

Camber front 0°28' ±0°10’

Caster front 4°46' ±0°30’ 4°43' ±0°30’

Toe-in rear (per side) 2,0 ±0,2mm

Camber rear 0°58' ±0°10’

The indicated values in the table above only refer to the Quattroporte with V8engine and are correct at the moment of publication. They are intended forreference only. Always refer to the workshop manual for accurate, up-to-datevalues 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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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















Safety components

Content

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Airbags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2Driver front airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Passenger front airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Seamless bag cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Passenger airbag deactivation (PAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Side bags. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Inflatable curtain bags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Seatbelts and seatbelt pretensioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Front seatbelt pretensioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Rear seatbelt pretensioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Seatbelt alerting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Impact sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Seat Track Position Sensors (STPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Occupant Restraint Controller (ORC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Additional safety features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Pyrotechnic power cut-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

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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 moduleswith Low Risk Deployment (LRD) technology, to protect the head frontally. The chest and hipsof the front occupants are protected by the side airbags integrated in the seat backrests andcovered by the seat leather.

The side of the head is protected by inflatable curtain bags that are mounted in the roof of thecar and run from the A pillar to the C pillar on each side. The inflatable curtain bags protectthe 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, inorder to reduce trauma to the occupant's cervical vertebrae during an accident. If the car suffersa 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 pyrotechniccharges and load limiters. There are two pretensioners for each of the front seats to furtherimprove safety. The pretensioners activate in case of collision to hold the occupants securely andreduce the risk of injury.

Airbags

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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 fixedto 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 RestraintController (ORC) with a Delay to Fire strategy between the two stages that depends on the typeand severity of the impact.

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Passenger front airbag

The front passenger’s airbag, also double-stage, has a capacity of 110L and uses Low RiskDeployment (LRD) technology compliant with the stringent American FMVSS 208 safetystandards.

The passenger’s airbag is designed in such a way that it will automatically adapt its shape to anypossible obstacle it meets during its deployment (adult person, child, or child seat). Itsintelligent inflation control design practically eliminates the risk of potential injuries caused bythe bag itself. The bag has been designed with a specific shape, and has a number of carefullypositioned exhaust ports. Inside the bag, a system of belts guarantees the deployment is guidedin the right shape and direction. Two 50mm diameter vent holes in the bag are always open toensure 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 waythat if the bag deploys without contacting an object or an out of position occupant, two lateralvents will automatically close during deployment and the bag inflates fully. If on the otherhand an obstacle in front of the bag would hamper its deployment, the passive safe vents stayopen and the inflation gas will escape at both sides of the bag. In this way the inflationintensity is automatically regulated depending on every individual situation.

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Seamless bag cover

Another challenge encountered during the implementation of the airbag system was the desireto eliminate any possible impact on the interior design, without of course compromising thesystem’s performance. One of the requirements was to obtain a dashboard covered with fullnatural leather and without any visible airbag seam. The outer face of the Quattroporte’sdashboard 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 specificand well defined area in the natural leather covering the Quattroporte’s dashboard has beenskimmed to a reduced thickness of 0,8mm (compared to around 1,2mm elsewhere). Whenthe passenger’s airbag is activated, the dashboard leather will tear open in a preciselyprogrammed way to allow the deployment of the bag. A metal guiding structure underneaththe 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 bythe user through the vehicle settings menu in the multifunction info display on theinstrument cluster. No key-activated PAD-switch as used on the M139 generation Quattroporteis present. The deactivation state of the passenger airbag is signaled to both driver andpassenger with an amber coloured warning lamp on the HVAC control panel, underneath theMTC screen. The selected state of the passenger’s airbag is memorized when the ignition isswitched off.

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

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Side bags

Side bags are integrated in backrests of front seats to protect the occupant’s torso in the eventof 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 headprotection in the event of a lateral impact for both the front and the rear occupants. Theinflatable curtain bags run from the A-pillar to the C-pillar and have a capacity of 35L.

Seatbelts and seatbelt pretensioners

All seatbelts have a traditional three-point mount design with manual height adjustment forthe front seatbelts. All seatbelt systems (except the driver’s) include Automatic LockingRetractors (ALR), which lock the seatbelt webbing into position by extending the belt all theway out and then adjusting the belt to the desired length to restrain a child seat or to secure alarge item on a seat.

Seat belt pretensioners front and rear are pyrotechnic devices activated by the ORC in case animpact is detected. They reduce slack in the belt and guarantee the perfect adherence to theoccupants bodies before the restraining action begins. Pretensioners work for all size occupantrestraint systems, including child restraint systems.

Front seatbelt pretensioners

An enhanced safety feature has been introduced for the front passengers: double pretensionerson each seatbelt.

As well as the pretensioners integrated in the seatbelt retractors (Anchor point 1), additionalpretensioners 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 stagestrategy 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 thecorrect position on the seat cushion. Subsequently the anchor point 1 pretensioner is activatedto pull the occupant’s torso against the seat backrest. The Delay to Fire time between theactivations of both pretensioners is determined by the ORC and depending on a number ofdynamic parameters. In this way the correct position of the occupant’s body on the seat isalways 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 apretensioner.

Seatbelt alerting

Both the driver and the front passenger are reminded to use their seatbelts by a warning lampon the instrument cluster, a specific warning message on the multifunction display of theinstrument cluster and a warning chime. The warning lamp and message are activated whenthe ignition is switched on and the seat belts are unbuckled. When the driving speedexceeds 8km/h (5mph), a warning sequence starts by blinking the warning light and messageand sounding an intermittent chime. This sequence is continued until the seat belts arefastened.

For this function, belt buckle switches are used on both front seatbelts and a presence sensor isintegrated in the front passenger’s seat cushion. The alerting for the passenger’s seatbelt isonly active if the seat is occupied.

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Impact sensors

A number of satellite impact sensors are positioned on the perimeter of the vehicle’s body.Together with the acceleration sensor inside the ORC module, they help to define the angle andthe severity of an impact. A total of 8 sensors are used: six traditional crash sensors (two at thefront 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 headlightunits.

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

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

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In addition to the six traditional crash sensors, there is a pressure sensor installed on the internalstructure 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 eventof a side impact. In the event of a lateral impact of a relatively sharp obstacle, e.g. a streetlight pole, a certain delay takes place between the moment of impact in the door panel and themoment the impact is transferred through the door sill structure towards the lateral impactsensors positioned on the B- and C-pillars. The pressure sensor inside the door eliminates thistime delay and allows for a more rapid activation of the side bags, considerably increasing thelevel of occupant protection.

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

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

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Seat Track Position Sensors (STPS)

A specific sensor is installed inside the seat frame/assembly of both front seats that will informORC of the seat position. This allows the ORC to determine through a specific algorithm theoccupant’s size and his or hers distance to the front airbag. This information is used to optimizethe activation strategy of the dual stage front bags. The STPS are variable resistor sensorswhich 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)

The Occupant Restraint Controller or ORC is the central ECU that controls the vehicle’ssupplemental restraint system, i.e. all airbags and seatbelt pretensioners.

It is located on the transmission tunnel, underneath the radio unit, and close to the vehicle’sbarycenter. The ORC is connected to the CAN-C bus for data exchange with other vehiclesystems 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 specificationvehicles 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, dependingon 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 atthe 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 passenger’s airbag.

BUX:

• No EDR

• No STPS

• Depending on the market specification, passenger’s 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 itsintegrated acceleration sensor and from the different satellite impact sensors.

• Defining the appropriate activation strategy for the different airbag units andpretensioners.

• Receiving and processing the signals of both STPS to optimize the activation strategy ofthe double stage front airbags (DOM ECU’s only).

• Checking the integrity of the complete SRS system (components and wiring harness)andstoring a DTC if a malfunction is detected.

• Activating the airbag malfunction warning lamp in case of an error.

• Activating the passenger’s airbag deactivation warning lamp, if applied (via CAN-C).

• Memorizing the conditions at the moment of an impact (“Event Data Recorder”, DOMECU’s 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 (viaCAN-C).

• Activating the automatic door unlocking in case of an impact (via CAN-C).

Always make sure that the vehicle’s battery is disconnected before carryingout any service operations on the supplemental restraint system. This isparticularly important when disconnecting or reconnecting components suchas airbag units, pretensioners, or the ORC unit.

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Additional safety features

Apart from the above described, the new Quattroporte offers the following safety-relatedfeatures:

• An emergency triangle is standard equipment on all vehicles.

• A fire extinguisher is fitted as standard fitted for Middle East specification vehicles, and isoptionally available for other vehicles.

• The rear seats are all equipped with ISOFIX anchorages, the universal child restraintsystem.

• 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 beactivated by the ORC in the event of a collision and will cut-off the power to the front PDC. Thepower supply to the rear PDC is not affected. In this way the engine is immediately shut offand the fuel supply is interrupted during an impact, while interior systems like courtesy lightsand door locking/unlocking remain available. The new Quattroporte does not have amechanical 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 offire as a result of a short-circuit of the wiring during the collision. After an activation, thepyrotechnic power cut-off device must always be replaced.

Pyrotechnic power cut off switch.

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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice




















Content

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

PowerNet Vehicle electronic architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Star network topology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5The PowerNet architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Gateways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Vehicle configuration data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8VIN management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8Diagnostic Link Connector (DLC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9Wiring and star connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Termination resistance and filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Characteristics of CAN-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13CAN-PT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14Characteristics of CAN-I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15Characteristics CAN-A/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17LIN lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19K-lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19Overview of nodes and ECU’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

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

Driver commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33Steering Wheel Switches (SWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33Steering Column Control Module (SCCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33Gearshift paddles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33Accessory Switch Bank Module (ASBM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34Integrated Centre Stack (ICS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Infotainment systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36Telematics Gateway (TGW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36Hands-Free Module (HFM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40Rear seat entertainment system (RSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41In-Car Wi-Fi hotspot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Sound system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42Premium system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42High-Premium system Bowers & Wilkins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Parking assistance system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45Parking sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45Video parking assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

Keyless entry and keyless go system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46System overview and functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46System description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47

Alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

External lighting system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53Adaptive Front Lighting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54Automatic high beam control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57Automatic headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57Headlights time delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57LED daytime running lights (DRL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

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Electricalsystemsanddevices


Tail lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Wiper-washer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59Wipers service position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Rear view mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Interior comfort and functionality systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Front seat adjustment and memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Front seat heating and ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Rear seat heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Rear seat adjustment and ventilation (4-seat configuration with comfort rear seats only) . . .61Power windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Power sunshades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61Power sunroof. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62Night design ambient lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62Power sockets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63Home link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Heating, ventilation and air conditioning (HVAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64Refrigerant circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65Front air distribution unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69Rear air distribution unit (4-zone climate control only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71HVAC module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76

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Vehicle electric power supply

Intelligent Alternator Module (IAM)

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

Battery

An Intelligent Battery Sensor (IBS) is integrated in the negative battery terminal clamp. The IBSconstantly monitors the state of charge and the health condition of the battery. The IBS isconnected 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 tothe 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 vehicle’s current draw when in complete sleep mode is < 20mA.

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

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Battery disconnection

After the vehicle’s battery has been disconnected and reconnected, the following operationsshould 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 timeis set in manual mode. When automatic mode is selected, the system will recover the dateand time information from the GPS signal.

• Perform an activation/deactivation cycle of the EPB by using the EPB lever on the centralconsole.

• 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 driver’s seat*.

Note: the operations marked with (*) are needed at the moment of starting production of thenew Quattroporte. Future software developments may make these operations redundant.

Power Distribution Centre (PDC)

A Power distribution centre (PDC) is a central location for fuses and relays that contains nointernal logic or control modules. The Quattroporte’s electrical system has two PDC’s, a frontPDC is located in the engine bay and a rear PDC is installed near the battery beneath theluggage compartment floor. The split of the power distribution in two PDC’s allows for morefuses, enabling wire section reductions.

Some relays and fuses are hard wired to the PDC. See the technicaldocumentation 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 calledPowerNet is implemented. The layout, architecture, and most modules are new compared tothe Florence architecture as used on the M139 generation Quattroporte. PowerNet, just like theFlorence system, is based on a number of CAN-bus systems, but the architecture is new. One ofthe most significant differences is the adoption of a “star”-type network topology as opposedto the “backbone” topology used on the Florence systems. What differentiates a starnetwork from a more traditional backbone network is that all modules, called “nodes”, areconnected to a centrally located point, referred to as the star connector. Each node has anindividual connection point to the bus so a possible interruption in bus for a certain node doesnot affect the other nodes. Also, star configuration provides an easier method to troubleshootnetwork communication faults through the use of simple connection points for all nodes on thebus.

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

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The PowerNet architecture

PowerNet was needed because as technology improved module location and diagnosis becamecritical. The PowerNet system has a new mid-car-mounted Body Control Module (BCM) whichacts as a main gateway, allowing for reduced circuit lengths. PowerNet uses two main bussystems: CAN-C (Chassis) and CAN-I (Interior) which both use a double star topology. This meansthat each bus has two central star points that are linked to each other and to which a numberof nodes are connected. The BCM acts as the gateway between both buses. Additionally, aCAN-A/T (Audio/Telematics) bus is implemented that connects a number of nodes of thevehicle’s infotainment system. The radio and navigation system head unit acts as a TelematicsGateway (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 modulesystem.

• 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).

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Gateways

Since the system still incorporates multiple networks, central gateway modules are needed toallow inter-network information sharing.

The main gateway is the Body Controller Module (BCM). It connects the CAN-C bus to the CAN-Ibus, allowing for communication between the two networks. The second gateway is the radioand navigation unit, which is referred to as the telematics gateway (TGW). It connects theCAN-A/T network to the CAN-I network. The TGW allows communication between nodes on theCAN-A/T and the nodes on the other CAN communication networks. The BCM monitors theCAN communication networks for failures and can log a network DTC (U-code) if it detects amalfunction. In PowerNet, the BCM is located centrally in the vehicle, allowing for reducedcircuit lengths. The BCM controls functions such as door lock operation and lighting controls. Italso contains the vehicle configuration data. Also, the BCM acts as the Master module for anumber 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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Vehicle configuration data

In the PowerNet system, the BCM contains the vehicle build configuration data. The vehicleconfiguration data, formerly known as Proxi, is a file of 32 data strings that is programmed intothe BCM at the factory (EOL programming) or in the workshop by a specific procedure withMaserati Diagnosi. They contain specific data that are related to the vehicle’s specifications andequipment. The vehicle configuration data is unique for every car, and are needed for thecorrect operation of many of the vehicle’s systems and components.

With the ignition on, the BCM constantly distributes the configuration data on the CAN-C andCAN-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 Florencesystem needed.

To further facilitate servicing the BCM, a backup copy of the vehicle configuration is stored inthe Radio-Frequent Hub (RFH). In case the BCM is replaced, the new BCM can learn theconfiguration data from the RFH by switching the ignition to RUN for 15 seconds. If both theBCM and the RFH are replaced, the vehicle configuration must be programmed into the BCM byusing the MD.

VIN management

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

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 onthe driver’s side. It can be directly accessed without opening a lid or removing any panels. Asopposed to the Florence system, the DLC is a stand-alone connector and it is not integrated in anode.

The CAN-C and CAN-I networks have terminals located in the DLC. Diagnostic tests for CAN-Cand CAN-I, such as network voltage and resistance measurements, can be performed directly atthe DLC.

The DLC is also populated with a serial K-line that serves as the diagnostics line for the powersteering control unit (CSG). The audio and telematics network CAN-A/T does not have terminalsin the DLC. Diagnostic information of the CAN-A/T nodes is collected by the TGW andtransmitted over the CAN-I bus.

As an important distinction to the Florence system, in PowerNet, MaseratiDiagnosi has the ability to wake up the vehicle’s electronic system by sendinga wake-up command to the BCM. This is needed to go in diagnosis mode or toenter 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 witha DMM or with the PicoScope. Always make sure the vehicle’s battery isdisconnected when performing a resistance check of the CAN bus!

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Wiring and star connectors

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

The CAN-C and CAN-I networks use a dual-star configuration. This means that each network hastwo star connectors, one front and one rear, for a total of 4 star connectors in the vehicle. Thissolution is implemented to reduce wiring length, as every node is linked to the closestconnector.

The front connector of the CAN-C bus is located close to the BCM, while the front connector forCAN-I is positioned against the firewall, in the area behind the glove box compartment andclose to the passenger’s airbag connector. The rear connectors of both busses are positioned onthe chassis cross beam in the rear passenger’s foot area.

Each star connector has an additional circuit that connects it to ground. This circuit is used toreduce stray voltages over the communication network circuits and protect each star connectorfrom electromagnetic interference. The three-wire connector also links the star connector to theDLC and to the rear star connector on the same network.

PowerNet star connector.

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

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

The rear star connectors of the CAN-C network islocated in the rear passengers floor area on theright hand side.

The rear star connector of the CAN-I network islocated in the opposite position, in the rearpassengers floor area on the left hand side. TheCAN-C and CAN-I star points can be easilydistinguished by the wire colours.

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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 individuallymeasures 120 Ohms, but the total circuit resistance measures 60 Ohms because the starconnectors are wired in parallel. Since the termination resistors are integrated in the starconnectors, there are no resistors inside the nodes.

Every node connected to the bus has a high internal resistance (more than 50 kOhms) to avoidaffecting the total bus resistance. Dedicated, twisted-pair circuits connect both starconnectors together on a dual star connector bus.

The CAN-C and CAN-I star connectors also contain an integrated electronic filter for eachmodule 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 corruptnetwork messages.

• If a network circuit is open, the wire can act as an antenna for electromagneticinterference. The filters help prevent electromagnetic interference from corruptingmessages 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 theFlorence system. The biggest difference lies in the fact that a star network topology is used. Thedata speed is identical at 500kbit/s, which makes it a high-speed CAN bus. The voltage levelsand termination resistance specifications are the same.

Two star connectors with integrated termination resistors, the DLC, multiple nodes, and atwisted pair of copper wires make up the CAN-C network. The BCM is the main central gatewayfor CAN-C, allowing information to pass directly between CAN-C and CAN-I. The wire coloursare 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 fora normally operating bus are the same as the C-CAN bus of the Florence system. The idlevoltage 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 readingscan be taken at the DLC, or by back-probing the CAN-C (+) or CAN-C (-) circuits at any otherconnector in the CAN-C communication network.

Termination resistance

Optimal total circuit termination resistance on the star communication network CAN-C is 60Ohms, with all termination resistance located in the star connectors. Two star connectorsare used in the PowerNet CAN-C network, with each star connector incorporating a single 120-Ohm resistor. Parallel wiring allows the total circuit resistance to be 60 Ohms. Measurementscan be taken at the DLC for both buses. Ensure the vehicle battery is disconnected for accurateresistance readings.

Typical fault characteristics

PowerNet CAN-C fault tolerance is similar to that of Florence C-CAN. Depending on the type offault, 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 arecurrently communicating on the bus. When a fault is present on PowerNet CAN-C, expectsimilar fault symptoms to those of Florence C-CAN, such as a no-start condition, several warninglights on or blinking, and U-codes stored in multiple nodes.

CAN-PT

CAN-PT (CAN Powertrain) is a private, dedicated CAN line between the Transmission ControlModule (TCM) and the Electronic Shifter Module (ESM). Both these nodes also communicatewith each other over the CAN-C bus; CAN-PT is a backup bus on which the same information isrepeated. 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 theFlorence 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 ofwires that are colour-coded white for CAN-I (+) and blue for CAN-I (-). The Data speed of CAN-Iis 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 connectorswith integrated termination resistors, the BCM as gateway to CAN-C, the TGW as gateway toCAN-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 idlevoltage 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 theirown 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 connectorcontains two 60-Ohm resistors in series. Parallel wiring allows for the total circuit resistanceto be 60 Ohms. The CAN-I total circuit resistance can be measured at the DLC. Ensure thebattery is disconnected for accurate results.


CAN-I fault tolerance is similar to that of the CAN-C network. Most module or circuit faultscause complete loss of communication on the network. Intermittent faults typically result in lossof communication DTCs stored in multiple modules. When a fault is present on CAN-I, expectfault symptoms such as the windshield wipers operating continuously and U-codes set inmultiple nodes.

Bus wake up messages

CAN-I can wake the bus when certain modules on the bus receive a direct or wireless input.

16



Characteristics CAN-A/T

CAN-A/T is a new network introduced to separate the audio and telematics modules from theCAN-I bus. It is similar to CAN-I in all ways except architecture and gateway. The radio is thegateway for the CAN-A/T bus and allows communication between CAN-A/T and CAN-I. It isreferred to as the Telematics Gateway or TGW. CAN-A/T has a backbone topology, which meansthat 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 CAN-A/T system. The ICS functions as a touch-screen control panel, and possesses all the controlsfor the radio and for vehicle settings, and redundant controls for the HVAC module. The ICS is aseparate module from the radio/TGW. The radio/TGW is located behind the HVAC controlpanel and the ICS on the centre dash. CAN-A/T is wired together using a twisted pair ofinsulated copper wires and consists of a CAN (+) and CAN (-) circuit. Wire colours are yellow forCAN-A/T (+) and grey for CAN-A/T (-). Maserati Diagnosi allows access to the TGW for diagnosisvia the CAN-I network. The various other modules on the CAN-A/T network communicate withthe TGW. The TGW interprets this data, and places it on the CAN-I network for MaseratiDiagnosi.

17



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. Theidle 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 andCAN-I. Modules continue to provide their own bias to the network to alter voltage levels formessage transmission.

CAN-A/T differs from CAN-C and CAN-I due to the fact it does not use star connectors. Optimaltotal circuit termination resistance is still 60 Ohms, similar to CAN-C and CAN-I, but the two120-Ohm termination resistors are located within the dominant modules. The two dominantmodules on the bus containing termination resistances are the TGW and the ICS.


CAN-A/T fault tolerance is similar to that of CAN-I bus network. Shorts of any kind may result inloss of communication with the entire network. When a fault is present on CAN A/T, expectloss of function within the audio system and loss of communication DTCs stored in multiplemodules. If the CAN-A/T network has a fault, MD can access the TGW for troubleshooting.

18



LIN lines

LIN or Local Interface Network is a single-wire, serial communication line that is used for certainvehicle sub-systems. LIN is a more simple communication bus compared to CAN, and uses aprotocol similar to a K-line. It has no twisted pair wiring or termination resistors. The datatransmission speed on a LIN line is slow (20kbit/s), and the idling voltage level is 12V, droppingto 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 canbe 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 waterpump (AUWP).

• Between the BCM and the intelligent battery sensor (IBS), and the accessory switch bankmodule (ASBM).

• Between the BCM and the humidity sensor, the light and rain sensor module (LRSM) andthe 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

K-line is a serial communication line similar to LIN. It is sometimes referred to as an ISO 9141communication 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.

19



Overview of nodes and ECU’s

ADCM (Active Damping Control Module)

Also known as Skyhook

Main functions Controls the Skyhook continuous damping control system

Equivalent in M139/M145* NCS (Nodo Controllo Sospensioni)

Location in the vehicle In the luggage compartment, at right hand side

Connected to CAN-C

Diagnosis Self-diagnosis

Power supply Permanent, from rear PDC

Notes

(*) added for a better understanding only. The characteristics and functionality of the moduledoes not necessarily correspond completely to its equivalent module used in the M139/M145generation vehicles.

AFLS (Adaptive Front Lighting System)

Main functions Controls the headlights swivelling and levelling functions

Equivalent in M139/M145 NFA (Nodo Fari Addattivi)

Location in the vehicle In the front passenger’s foot area

Connected to CAN-C, AHM-RT and AHM-LT via a LIN line


Notes

AHM-LT (Auto Headlight Module, Left)

Main functions Activates the level and swivel functions of the left headlight


Location in the vehicle Underneath left hand side headlight (integrated in unit)

Connected to AFLS via a LIN line

Diagnosis By the AFLS

Notes

AHM-RT (Auto Headlight Module, Right)

Main functions Activates the level and swivel functions of the right headlight


Location in the vehicle Underneath right hand side headlight (integrated in unit)

Connected to AFLS via a LIN line

Diagnosis By the AFLS

Notes

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AMP (Amplifier)

Main functions Sound amplifier for in-board audio system

Equivalent in M139/M145 DSP (Digital Signal Processor)

Location in the vehicle In the luggage compartment, at left hand side

Connected to CAN-A/T

Diagnosis By the TGW


Notes Exists in two variants: 8-channel for the standard audiosystem, 16-channel for the optional Bowers&Wilkins audiosystem

ASBM (Accessory Switch Bank Module)

Main functions Groups the driving modes switches

Equivalent in M139/M145 -

Location in the vehicle On the central console, near the gearshift selector

Connected to BCM via a LIN line

Diagnosis By the BCM

Notes

AUWP (Auxiliary Water Pump)

Main functions Activates the auxiliary water pump


Location in the vehicle Integrated in the auxiliary water pump, fitted on the frontsubframe

Connected to ECM by a LIN line

Diagnosis By the ECM

Notes Can also activate the cooling fan

BCM (Body Control Module)

Main functions Central gateway in PowerNetControls a number of body functions and acts as a master fora number of slave modules

Equivalent in M139/M145 NBC (Nodo Body Computer)

Location in the vehicle In the front passengers foot area

Connected to CAN-C, CAN-I, LIN lines



Notes Is the master for the vehicle configuration data

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Clock

Main functions Analogue clock on centre dash

Equivalent in M139/M145 Analogue clock

Location in the vehicle On dashboard

Connected to BCM by a dedicated LIN line



Notes No manual adjustment

CRSM (Comfort Rear Seats Module)

Main functions Controls the rear seat heating and ventilation functions


Location in the vehicle Underneath the rear left seat

Connected to CAN-I


Power supply Switched, from rear PDC

Notes

CSG (Centralina Servo Guida)

Main functions Controls the speed adaptive power steering

Equivalent in M139/M145 CSG (Centralina Servo Guida)

Location in the vehicle In the driver’s foot area, on the firewall

Connected to K-line for diagnosis


Notes Carry-over from M139

CSWM (Comfort Seats and Wheel Module)

Main functions Controls the front seats heating and ventilation functions andthe steering wheel rim heating


Location in the vehicle Underneath the passengers’ seat

Connected to CAN-I



Notes

22



DDM (Driver Door Module)

Main functions Controls all driver’s door electric functions

Equivalent in M139/M145 NPG (Nodo Porta Guidatore)

Location in the vehicle Inside the driver’s door panel

Connected to CAN-I


Notes

DMRL (Door Module Rear Left)

Main functions Controls all left hand side rear door electric functions


Location in the vehicle Inside the left hand side rear door panel

Connected to CAN-I


Notes

DMRR (Door Module Rear Right)

Main functions Controls all right hand side rear door electric functions


Location in the vehicle Inside the right hand side rear door panel

Connected to CAN-I


Notes

DSM (Door Switches Module)

Main functions Groups the switches for window and mirror controls on thedriver’s door


Location in the vehicle On the drivers’ door panel, integrated in the switch pack

Connected to DDM via a dedicated LIN line

Diagnosis Via the DDM

Notes 23



ECM (Engine Control Module)

Also known as Bosch Motronic MED17

Main functions Controls engine operation and engine diagnostics

Equivalent in M139/M145 NCM (Nodo Controllo Motore)

Location in the vehicle In the engine bay, behind the right suspension tower

Connected to CAN-C


Power supply Permanent, from front PDC

Notes Is the master for the VIN

ECMM-AHBM (Electro Chromatic Mirror Module - Automatic High Beam Module)

Main functions Controls the internal electro-chromatic rear view mirror andthe integrated camera for high beam control


Location in the vehicle Integrated in the interior the rear view mirror support




Notes

EPB (Electric Parking Brake)

Main functions Operates the electric parking brake

Equivalent in M139/M145 NPB (Nodo Parking Brake)

Location in the vehicle On top of the rear sub-frame

Connected to CAN-C



Notes

ESC (Electronic Stability Control)

Also known as Bosch ESP 9

Main functions Controls anti-lock brakes and electronic vehicle stabilitysystems

Equivalent in M139/M145 NFR (Nodo Frenante)

Location in the vehicle In the wiper cowl, at the left hand side

Connected to CAN-C



Notes Contains integrated yaw and acceleration sensors

24



ESCL (Electronic Steering Column Lock)

Main functions Operates the steering column lock


Location in the vehicle On top of the steering column

Connected to RF-Hub via a dedicated LIN line

Diagnosis By the RF-Hub


Notes

ESM (Electronic Shifter Module)

Main functions Inform the TCM of the driver’s shift actions


Location in the vehicle On the central console

Connected to CAN-C , CAN-PT



Notes

HFM (Hands Free Module)

Main functions Bluetooth and vocal command interface unit for hands-freetelephone connection

Equivalent in M139/M145 Integrated in NIT

Location in the vehicle Underneath the dashboard, at drivers’ side



Notes

HUM-Sensor (Humidity Sensor)

Main functions Windscreen demisting activation


Location in the vehicle On the windscreen, near the rear view mirror support



Notes

25



HVAC (Heating, Ventilation and Air Conditioning)

Main functions Controls the HVAC system

Equivalent in M139/M145 NCL (Nodo Clima)

Location in the vehicle Behind the dashboard, near the blower motor

Connected to CAN-I



Notes

HVACR (Heating, Ventilation and Air Conditioning Rear)

Main functions Controls the rear HVAC system


Location in the vehicle On the central console, integrated in the rear HVAC controlpanel

Connected to CAN-I



Notes Only for vehicles with the optional 4-zone climate controlsystem

IAM (Intelligent Alternator Module)

Main functions Controls the alternator charge


Location in the vehicle Integrated in the alternator

Connected to ECM by a LIN line

Diagnosis By the ECM

Power supply -

Notes

IBS (Intelligent Battery Sensor)

Main functions Monitors the state and the charge condition of the battery


Location in the vehicle On the negative battery clamp



Notes

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ICS (Integrated Center Stack)

Also known as MTC screen

Main functions Touch-screen user interface for audio, navigation, telematics,HVAC and vehicle set-up controls


Location in the vehicle Integrated in the centre console



Notes

IPC (Instrument Panel Cluster)

Main functions Groups driver instruments and multifunction display

Equivalent in M139/M145 NQS (Nodo Quadro Strumenti)

Location in the vehicle Integrated with the driver instruments

Connected to CAN-C



Notes Is the master for the vehicle mileage, contains the vehicle’sservice counter and service history

ITM (Intrusion Transceiver Module)

Main functions Alarm system module with integrated tilt sensor

Equivalent in M139/M145 CAV (Centralina Alarme Volumetrico)

Location in the vehicle Inside the roof console

Connected to CAN-I


Notes

KIN (Keyless Ignition Node)

Main functions Electronic button for ignition and engine start


Location in the vehicle On the dashboard, at driver’s side

Connected to To RF-HUB via a dedicated LIN line

Diagnosis By the RF-Hub


Notes

27



LRSM (Light and Rain Sensor Module)

Main functions Incorporates the twilight and rain sensor

Equivalent in M139/M145 CSP (Centralina Sensore Pioggia)

Location in the vehicle Integrated in the interior rear view mirror support



Notes

MSM (Memory Seat Module)

Main functions Controls the adjustment and memory for driver’s seat, pedalsand steering column

Equivalent in M139/M145 NAG (Nodo Assetto Guida)

Location in the vehicle Underneath the drivers’ seat

Connected to CAN-I



Notes

ORC (Occupant Restraint Controller)

Main functions Controls the airbag system

Equivalent in M139/M145 NAB (Nodo Airbag)

Location in the vehicle On the transmission tunnel, underneath the radio unit

Connected to CAN-C


Power supply Switched, from front + rear PDC

Notes

PDM (Passenger Door Module)

Main functions Controls all passenger’s door electric functions

Equivalent in M139/M145 NPP (Nodo Porta Passeggero)

Location in the vehicle Inside the passenger’s door panel

Connected to CAN-I


Notes

28



PTS (Parktronics System)

Main functions Controls the parking sensors

Equivalent in M139/M145 NSP (Nodo Sensori Parcheggio)

Location in the vehicle In the luggage compartment, at the right hand side

Connected to CAN-C



Notes

RFH (Radio Frequent Hub)

Main functions Controls the Keyless Entry – Keyless Go functionality


Location in the vehicle On the rear parcel shelf

Connected to CAN-C; KIN, ESCL by LIN line


Notes Memorizes the key fobs; acts as a backup for the vehicleconfiguration data; controls the immobilizer function

SCCM (Steering Column Control Module)

Main functions Incorporates the steering column stalk and the steering anglesensor, and acts as a master for the steering wheel controls

Equivalent in M139/M145 Devioguida & NAS (Nodo Angolo Sterzo)

Location in the vehicle On the steering column

Connected to CAN-C, SWS by a LIN line


Notes Does not incorporate the gearshift paddles

SIREN

Main functions Alarm system siren

Equivalent in M139/M145 CSA (Centralina Sirena Alarme)

Location in the vehicle In the left hand side front wheel arch

Connected to ITM via a dedicated K-line

Diagnosis By the ITM


Notes

29



SWS (Steering Wheel Switches)

Main functions Groups the steering wheel controls

Equivalent in M139/M145 NVO (Nodo Volante)

Location in the vehicle On the steering wheel

Connected to SCCM by a dedicated LIN line

Diagnosis By the SCCM

Notes

TCM (Transmission Control Module)

Also known as Mechatronic

Main functions Controls gearbox operation

Equivalent in M139/M145 NCA (Nodo Cambio Automatico)

Location in the vehicle Inside automatic gearbox, mechatronic unit

Connected to CAN-C, CAN-PT



Notes

TGW (Telematics Gateway)

Main functions Controls the radio, navigation and telematics functions

Equivalent in M139/M145 NIT (Nodo Info Telematico)

Location in the vehicle In the central console, behind the ICS

Connected to CAN-I, CAN-A/T



Notes Acts as gateway between CAN-I and CAN-A/T; is the masterfor the date and time information

TPM (Tire Pressure Module)

Main functions Controls the TPMS

Equivalent in M139/M145 NTP (Nodo Tire Pressure)

Location in the vehicle Underneath the car attached to the floor, at right hand side

Connected to CAN-C



Notes

30



Driver instruments

Instrument Panel Cluster (IPC)

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

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

31



7-inch multifunction display

The multifunction display can be configured by the driver for various display modes by usingthe navigation buttons on the right hand steering wheel spoke. When activated, the screen isdivided into different sections with menus and sub-menus, running data, warning lamps andmessages. The background colour of the screen changes according to the type of messagedisplayed: blue for normal conditions, yellow for low-critical warnings and red for high-criticalwarnings.

A number of vehicle settings can be selected through the multifunction display, like passenger’sairbag deactivation (depending on the market specification), Auto park On/Off, and vehiclespeed warning.

Analogue clock

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

32



Driver commands

Steering Wheel Switches (SWS)

The steering wheel incorporates various commands: for the cruise control (left side), for mobilephone and voice controls and the controls to navigate through the multifunction display ofthe instrument cluster (right side), controls to navigate through the MTC system on the backsideof the spokes, and the horn switch which is integrated centrally behind the airbag unit. Theseswitches 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 isconnected 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 steeringcolumn. They are a standard feature for the Quattroporte with V8 engine. The paddles arehardwired directly to the TCM and can be used by the driver to manually select gears bothwhile driving in automatic mode and in manual mode.

33



Accessory Switch Bank Module (ASBM)

The Accessory Switch Bank Module (ASBM) groups an array of buttons placed next to thegearshift selector lever. The 5 buttons, which are backlit, can be used to select the drivingmodes and choose the driveline and handling configurations. At key on, these commandsdefault in the normal position (not pressed); when pressed they enable different strategies as inthe table below. The ASBM is connected via e LIN-line to the BCM, which accordingly informsthe concerned modules of the different vehicle systems via the CAN-bus.

Button Not pressed Pressed (LED on)

ESC-OFF ESC active ESC-Off mode

Manual Automatic shift mode Manual shift mode

I.C.E.Increased Control and Efficiencymode off

Increased Control and Efficiencymode on

Sport Normal driving mode SPORT driving mode

Dampers Soft suspension setting (comfort) Firm suspension setting (handling)

Notes on the possible combinations of the selected driving modes:

• The ESC-OFF mode can be activated or deactivated independently of any other drivingmode.

• The firm suspension mode can be activated or deactivated independently of any otherdriving mode.

• I.C.E. mode and Manual mode are not compatible with each other (the selection of onemode will cancel the other mode and vice versa).

• I.C.E. mode and Sport mode are not compatible with each other (the selection of onemode will cancel the other mode and vice versa).

34



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 affectsthe operation of the engine control system, the exhaust valves and the gearbox. See therelative chapters for more details about the operation modes.

• Sport is a driving mode designed to enhance performance and driving pleasure. It affectsthe operation of the engine control system, the exhaust valves, the gearbox, and the ESCsystem. 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 thechapter “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 usercan 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 Bluetoothconnection and connection to external sources like mobile phones and Apple devices. Using theAux-in and USB sockets or the SD card reader, the user can play music, watch films or viewimages. The MTC controls also the HVAC system, the front seat heating, as well as theirventilation, steering wheel heating and the operation of the rear window sunshade. The MTC'smenus have options for configuring the car's main settings. The system's various menus arealways 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 positionedjust underneath it. This panel is a duplicate for the HVAC controls within MTC. The ICS isconnected to the TGW by a shielded LVDS video connector. It is further connected to the CAN-A/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 theDLC.

35



Infotainment systems

Telematics Gateway (TGW)

The Telematics Gateway (TGW) by Panasonic is the central head unit of the vehicle’sinfotainment system. It has no direct user interface but instead is commanded via the ICS. TheTGW is connected to the interior CAN-I bus and also a dedicated bus for the audio andtelematics systems: CAN-A/T. Other modules connected to the CAN-A/T network are the ICS, theaudio amplifier (AMP) and the hands-free module (HFM). The TGW acts as a central gatewaybetween 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. Theradio unit can receive traditional AM/FM radio as well as digital radio (Digital AudioBroadcasting - DAB). Two radio antennas are integrated in the rear window: one antenna forAM/FM has an amplifier positioned behind the left hand side C-pillar trim. The second antennafor FM2/DAB has an amplifier positioned behind the right hand side C-pillar trim. Bothantenna 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 roofof the car contains the GPS antenna for the satellite navigation, as well as the antenna for theSirius satellite radio, if present. Bluetooth wireless connectivity is provided through anexternal device (HFM) both for audio streaming and for mobile phoning. The TGW is further themaster 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 differentdestination markets (USA/Europe/Japan).

36



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, CAN-A/T)

C. main connector (HFM, rear view camera, RSE)

D. –

E. shielded AM/FM1 antenna

F. shielded FM2 antenna

G. shielded GPS/SDARS antenna

H. shielded GPS antenna

I. shielded DAB antenna

J. shielded LVDS video connector

K. USB 1

L. USB 2

37



USB and AUX-IN port

A USB port can be found underneath a lid in the central armrest (USB1). It can be used forseveral 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).

Navigation system software and map updating

To update the navigation system software, you must have a USB mass storage device and anInternet 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 softwareupdate.

To update the navigation system map, you must have a USB mass storage device and an Internetconnection. A map update can be purchased once a year. Carry out the following steps formap 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.

38



Dealer Mode

It is possible to enter a Dealer Mode of the vehicle’s infotainment system by simultaneouslykeeping pressed the following three buttons on the HVAC control panel:

• Temperature driver’s side UP

• Temperature driver’s side DOWN

• Windscreen demisting

The Dealer Mode allows to read out all kind of system related data like the software andhardware 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 personaldata and settings of the user, in order to copy them subsequently into the new unit. Thefollowing 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 driver’s 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 theUSB 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 displayedon the ICS. This function permits the user to save a screenshot that can afterwards be viewed ona personal computer or be sent to the technical helpdesk. The screenshot is saved directly on aUSB storage device which must first be connected to the USB port. The screenshot is saved whenpressing simultaneously temperature ‘UP’ and ‘DOWN’ for the driver’s side and ’rear windowdefrost’ on the HVAC control panel. A beep confirms that the screenshot has been saved.

39



Hands-Free Module (HFM)

The Hands-Free Module or HFM allows to pairing a Bluetooth device such as a mobile phone tothe vehicle’s infotainment system. It is installed on underneath the dashboard at the driver’sside, and communicates with the TGW via the CAN-A/T bus. Two microphones are alsoconnected to the HFM, for the hands-free calling and the voice command functions; thesemicrophones are equipped with noise cancellation technology and are located on top of theinternal rear view mirror. When hands-free calling is active, the HFM receives the analoguesignal from the microphone and sends it to the paired mobile phone via Bluetooth. When voicecommand is active, the spoken commands are converted by the HFM into CAN messages andsent to the TGW.

40



Rear seat entertainment system (RSE)

A new rear seat entertainment system is optionally available on the new Quattroporte. Itfeatures two 10.2" tilting LCD displays which are installed on the chassis of the front seatbackrests. Two USB ports below the screens allow the users to connect, either independently orsimultaneously, external sources for reproducing photographs and audio/video tracks in themajority 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 videogameconsoles, digital cameras, video cameras, laptops, and so on. Each of the two monitors isequipped with its own remote control and wireless headphones. In addition, the system can beequipped with a digital TV tuner. The TV tuner is available for Europe, China and Japanspecification vehicles only.

In case the vehicle is equipped with the rear seat entertainment system, the central RSE controlunit, as well as both video screen units and the digital TV tuner (if present) connect to theCAN-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 NewQuattroporte. A WLAN router with a SIM card for data transmission connects to the internetand allows wireless internet access while on the road. Different wireless devices can connectsimultaneously, for example one laptop and two cellular phones. The In-Car hotspot systemsupports the communication formats HSDPA, UMTS, EDGE and GSM.

41



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 thefront doors

• 165mm Black Kevlar Woofer: 2 x 165mmin the rear doors

• 100mm Yellow Kevlar Midrange: 1 xcentre 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

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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 6front and 4 rear ultrasonic sensors.

The system not only uses a beep to indicate the distance between the car and any obstacles, buttransmits a graphic representation of the car and the obstacles onto the multifunction displayof the instrument cluster. The central unit of the system, referred to as Parktronics System orPTS, is located in the luggage compartment, on the right hand side. It is connected to the CAN-Cline 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 facilitatemanoeuvring during reversing. A small camera is installed next to the luggage compartmentrelease button, above the license plate. It views the area behind the car and shows the resultingvideo image on the 8.4” MTC display when the reverse gear is selected. The camera isconnected 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 toplace the hand on the door handle or luggage compartment button in order to unlock thevehicle. This greatly facilitates getting into the car without the use of the remote control. Thesystem can be optionally extended to the rear doors as well. The engine can be started bypressing the start button on the dashboard without the need to insert or turn a key. A remoteignition and engine start function is available for Middle East specification vehicles. Thisfunction replaces the external lights function of the key fob. Pressing the button at a distanceof 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 validkey 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 inserta 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 vehiclesonly).

• No door lock or luggage compartment lock and acoustic warning when the key fob isdetected inside the vehicle or inside the luggage compartment.

• Manual door lock/unlock from the outside with an emergency key in case of a systemfailure.

• Manual door lock/unlock from the inside by pushing the mechanical lock button or pullingthe inner door handle.

• The fuel filler lid lock/unlock is linked to the vehicle’s 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 theRadio Frequent Hub or RFH. The RFH communicates with the key fobs using both RF and LFwireless communication. The RFH has an integrated RF receiver for the remote control and usesfive LF-antennas positioned at different locations in the vehicle to detect the presence of akey fob. Capacitive sensors in the front door handles and luggage compartment lid handledetect 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), whichis placed on the dashboard and is used to switch on the ignition and start the engine. When theKIN button is pressed, the system will check the presence of a valid key fob inside the vehicleby using the LF-antennas before starting the engine. If no valid key fob is found, the engine willnot start and a message on the multifunction display will warn the driver. The system furthercontrols 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 entryand keyless go functions and memorizes the key fobs. The RFH is positioned on the rearparcel shelf of the vehicle, and connects to the high speed CAN-C bus and to the KIN and ESCLunits via a serial LIN line. The five LF-antennas are connected to the RF-hub, as well as thecapacitive door handle sensors and closing switches. The RFH also acts as a wireless receiver forthe vehicle: an RF-receiver inside the RFH reacts to commands from the remote controlbuttons on the key fob. The RFH further contains a backup copy of the vehicle configurationdata.

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

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Immobilizer function

The vehicle’s 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 generatesa 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 willstart the engine when the message is correctly decoded. By consequence, the engine will onlystart if the VIN of the RFH and of the ECM are matching. When a new, “virgin” RFH isinstalled in the vehicle, it will learn the VIN from the ECM at the first ignition on, and memorizethe VIN without the possibility of being modified afterwards. It is therefore not possible toswap the RFH between vehicles.

LF-Antennas

Five LF-antennas are placed in well-defined positions inside the vehicle and allow the system todetect the presence of a key fob either inside the vehicle or in its close proximity, when theuser wants to open a door or the luggage compartment lid. The five antennas are positioned inthe following locations:

• One inside each rear door, fitted on the inside of the door upholstery panel, close to theB-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 akey fob when the respective capacitive sensors are triggered. The two interior antennas (incentral armrest and in luggage compartment) scan the area inside the car when the driverwants to turn on the ignition or start the engine.

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 handledetect if a hand is inserted and trigger the RFH to detect the presence of a valid key fob byusing the LF-antennas. The push button on the front door handles can be used to close thevehicle without needing to use the remote control. Optionally, the system can be extended tothe rear doors.

Key fob

The new Quattroporte has a new key, which has a body made out of solid, polished aluminiumand has been styled to match the design of the car. The key fob has four remote controlbuttons: 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 thisbutton twice sounds the horn/siren and turns on the 4 indicator lights; it is designed to callattention to the car in case of an emergency.

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 anintegrated LF receiver/transmitter. The ID codes of the different paired key fobs are storedinside the RFH.

The car comes as standard with two key fobs, but more can be added.

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Mechanical emergency key

A mechanical door key is can be extracted from the key fob. This key only allows to unlock thedriver’s door in case of a flat key fob battery or a system failure. It is not possible start thevehicle 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 PINcode. This can only be done with Maserati Diagnosi. Once the RFH is unlocked, new keyfobs can be learned up to a maximum of 7 in total. The PIN code for each vehicle is stored onMaserati’s main server. When entering the key fob programming menu, MD automaticallyretrieves the PIN code from the server after recognition of the vehicle’s VIN (on-line procedure).Alternatively, it can be obtained from Maserati’s technical service department. There is no PINcode card provided with the vehicle.

During key fob programming, all the vehicle’s key fobs must be present. Keyfobs that are not available during the procedure will be disabled. They canhowever 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 KINis conceived as an electronic push button by which the ignition can be switched on or theengine can be started, and it is placed next to the steering column. The KIN is connected to theRFH by a serial LIN line, and will trigger the LF-antennas to validate and locate the key fobwhen pushed.

The KIN contains also a backup transponder antenna that allows for engine starting if thebattery of the user’s key fob is flat. In that case it is possible to switch on the ignition and startthe engine by pushing the KIN button by using the top part of the key fob. The top sectionof 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 traditionalsteering column lock is replaced by an electronically controlled unit, called ESCL. The ESCL unitis an electro-mechanic lock actuator that is installed on top of the steering column and isactivated or deactivated by the RFH. For this purpose the RFH and the ESCL communicate via aserial LIN line. The ESCL and the RFH are electronically “married” to each other: the ESCL canonly be unlocked by an RFH that belongs to the same vehicle, and vice versa, the RFH will onlyunlock the ESCL if it belongs to the same vehicle. By consequence, both components can only bereplaced 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 beingopened and trip the alarm siren. The alarm system is managed by the Intrusion TransceiverModule (ITM), which is incorporated in the roof console. The ITM has an integrated tilt sensorand connects to the two volumetric intrusion sensors in the roof console. The ITM is furtherconnected to the CAN-I network and uses a serial K-line to activate the alarm siren which islocated in the front left wheel arch.

For the UK market only, the vehicle’s alarm system is complemented with a GPS tracking device.

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

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

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External lighting system

The Bi-xenon headlights with integrated LED DRL’s have integrated Adaptive Front LightingSystem (AFLS) as standard equipment which, thanks to the automatic adjustment of theheadlight depth, provides an outstanding view of the road with very low dazzle for oncomingtraffic. The gas-discharge (xenon) headlights operate with an electric arc saturated withXenon gas under pressure, instead of the incandescent filament. The light produced is assuredlyhigher compared to traditional light bulbs, in terms of quality (brighter light) as well as of thespan and positioning of the illuminated area.

The full LED tail light assembly is also highly innovative; it not only provides excellent visibilitybut also helps define the style essential to a car of its class. The new Quattroporte's bi-xenonheadlights 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 dayand night driving, while also acting as position lights.

• A Bi-xenon headlight with AFLS function for a better automatic management of the lightbeam, 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 intothe 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 formotorway driving, thanks to a video camera mounted in the rear view mirror support, whichautomatically maximizes the depth of the beam without any need for manual high beamactivation. While the camera constantly monitors the road to detect the lights of other cars, thesystem monitors the driving speed and style, and if the road is clear the beam depth is variedto offer the greatest depth and width of field of view, combined with the rotation of theheadlights themselves during cornering.

In addition to the intelligent control of the beam depth and width, there are 4 differentautomatic lighting distributions: for city driving, for motorway conditions, for driving in lowvisibility and for driving in countries where one drives on the other side of the road. Eachof these modes automatically activates a strategy to best illuminate the road surface.

• Motorway Beam – this automatic function, depending on the speed and conditions, setsthe beam to a moderate position between high and low; the beam is deep, but does notcross the horizontal, and thus is not dazzling to oncoming drivers. With the beam focusedon the centre of the drive lane, this mode is designed for motorways and continuoushigh speeds, while the steering angle swivel function is maintained.

• Town Beam – this automatic function, which turns on at speeds below 45km/h and in thedriving conditions typical of town centres, sets the beam to be wider and less deep; thismeans a better view of the surroundings during turns, and immediate visibility toother drivers. (Town Beam deactivates the headlight swivel function).

• Rain Beam (adverse weather) – this function is activated when the windscreen wipers areset to continuous. The right and left beams are set to different settings to ensure optimalillumination and least reflection, which is typical of adverse weather conditions. Theouter beam (sidewalk side) is set to a wider and higher beam to see and be seen at asufficient distance, while in the centre of the road, the beam is widened and lowered toreduce reflection in the direction of travel; this also prevents dazzling oncoming traffic. (InRain 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 tosuit 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 drivingsafety as it offers less eye strain and increased orientation for the driver and better detection ofother persons on the road sides (pedestrians, bicycle riders and motorcycle drivers).Furthermore, the projectors are suitable to prevent glare, providing optimal lighting whentemporarily driving the car in a country with opposite driving side (LHD-RHD). AFLS headlightsystem combines the light beam with the steering angle (swivel function) and the vehicle speedto assure better visibility of the road surface when driving in a curve, steering or in the eventof road deviations. The AFLS headlights, in the Rain Beam mode also operates as fog systemdevice.

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Notes:

• USA/Canada specification vehicles cars are not equipped with the AFLS function, they onlykeep 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 self-regulation cycle.

The adaptive front lighting system is managed by the AFLS module which is fitted against thefirewall on the passenger’s side. The AFLS module is connected to the CAN-C bus forinformation exchange with other nodes and for diagnosis. The AFLS module receives the signalsfrom 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 positionedunderneath each headlight and integrated into the unit. The activation of the headlights,position lights, DRL’s and indicators is managed by the BCM based on inputs from the lightswitches, the twilight sensor (LRSM) and the chosen system settings.

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The AFLS module is positioned against the firewall at passenger’s side and above the BCM.

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

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 controlthrough the use of a digital camera fitted behind the rearview mirror (Automatic High BeamModule or AHBM). This system detects vehicle specific light and automatically switches fromhigh 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 beturned on or off using the MTC menu.

Automatic headlights

This feature automatically turns the headlights on or off according to ambient light intensitydetected by the twilight sensor. The twilight sensor is together with the rain sensor attachedonto the windscreen, in the central area behind the interior rear view mirror. This combinedsensor unit is referred to as the Light and Rain Sensor Module (LRSM) and connects to the BCMvia 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 aswell. 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 leavingthe vehicle in an unlit area. To activate the delay feature, place the ignition switch in the OFFor ACC position while the headlights are still on. Then turn off the headlights within 45seconds. The delay interval begins when the lights switch is turned off. If the headlights orparking lights are turned on, or the ignition is placed in RUN, the system will cancel the delay. Ifyou turn the headlights off (“0” position) before the ignition, they will turn off in the normalmode. 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 runninglights, integrated into the top of the headlight moulding. These lights are designed to offermaximum brightness and a distinctive, elegant style, both day and night. The light is uniformand white, and the visual effect is that of a constant, clean, uninterrupted light. Along withtheir 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 maximumbrightness. With the low/high beams on, the DRL's operate at lower power, but are still veryvisible. The lighting system uses the same high or low intensity LEDs, respectively, for the DRLlights and position or parking lights. DRL lights turn on when the engine is running and theshift 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 country’s regulations, DRL’s may be turned on and off. The DRL’scan be deactivated using the MTC menu.

Tail lights

The tail lights have been designed in order to offer maximum visibility and to have arecognizable style. These full LED light units integrate the position light function in anilluminated ring running right around the tail light itself. Inside this ring are the stop lights, thedirection indicators, reversing lights and fog lights. The unit is rounded off by the outsidereflector and side LED position lights.

The tail lights are activated and diagnosed by the BCM.

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 theintensity of precipitation, and automatically start and controls the speed of the wipers. Theautomatic function can be cancelled via the MTC menu. The front windscreen wipers are fittedwith heated washers hidden under the engine compartment lid. The rain sensor is integratedin the LRSM (Light and Rain sensor Module) which is fitted the windscreen behind theinterior 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 toshift the multifunction lever to “OFF” and the ignition switch to the off position. Shift thecontrol lever within 15 seconds to the “MIST” panic position (anti-clockwise rotation of thetwist switch) and release. The blades are brought in a position enabling the opening ofthe wiper arms and change of the blades. It is possible to use the panic position for a maximumof 3 times within two minutes, corresponding to different the blades positions on thewindshield. 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 (autodimming) with electrical adjustment, electrical defrosting, and automatic lowering when thereverse gear is selected. This last function helps the driver to see the edge of the pavement andany objects close to the side of the car when reversing. They also contain integrated LEDdirection indicators and a courtesy light on the surface of the glass. The position of the externalrear view mirrors is memorized by the Memory Seat Module (MSM) and therefore linked tothe seat memory. The interior rear view mirror is also electro-chromatic; this technology reducesthe 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 forthe driver’s 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 fullyelectric and with its continuously adjustable supports, gives exceptional comfort and support forboth the driver and passenger.

The controls positioned on the seat base and are designed to follow the profile of the seatitself, thus making it easy to understand. To offer the client total flexibility in adjusting thedriver'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 thelower front area of the driver’s seat. The driver seat features two memories: once the clientselects his preferred seat, pedal box, steering column and external rearview mirror settings, hecan save them for future convenience. The position memory functions are controlled by theMemory Seat Module (MSM) which is located underneath the driver’s seat and connected to theCAN-I bus.

Front seat heating and ventilation

The front seats are equipped with seat heating and optionally with a ventilation function aswell. The front seat heating can be set to two levels, selected from the MTC menu. Thesefunctions, together with the optional steering wheel rim heating, are managed by the ComfortSeat and Wheel Module (CSWM) which is located underneath the front passenger’s seat andconnected to the CAN-I bus.

Rear seat heating

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

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Rear seat adjustment and ventilation (4-seat configuration with comfort rearseats only)

The two rear seats, upholstered in Frau leather, like the rest of the interior, enhance rearoccupant comfort and give the car a highly sumptuous and elegant look. The rear passengershave ample legroom and wraparound seats with electrical seat and backrest adjustments, for acompletely relaxed position. This configuration of seats includes heating and ventilation,combined with a very soft perforated leather. The controls for the rear set functions aregrouped on a panel on the rear central console. The comfort rear seats are always combinedwith the four zone climate control system. The rear seat adjustment, heating andventilation functions are controlled by the Comfort Rear Seat Module (CRSM) which is locatedunderneath 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 motordetects any mechanical resistance by monitoring the current draw and inverts the direction if anobstacle is detected. The windows have automatic opening and closing function which can beoperated form the key fob remote control as well. The window lifters are controlled by thedoor control modules, one inside each door, that are all connected via the CAN-I bus.

Power sunshades

A power sunshade for the rear window and two power rear side sunshades are part of thestandard equipment for the new Quattroporte with V8 engine. The sunshades provide privacyand protect against direct sunlight.

The rear sunshade can be operated via the MTC menu or via a direct control button on the rearcentral console. The rear side sunshades are operated via the window lifter switches. Theyextend from the door panel and slide against the window surface. The button has two levels ofoperation; 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 inthe lowered position. The rear window sunshade is controlled by the BCM while the rear sidesunshades are controlled by the rear door modules (DMRR and DMRL).

A door module is located inside each of the fourdoors.

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Power sunroof

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

Night design ambient lighting

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

Rear side power sunshade mechanism.

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Power sockets

A number of power sockets are available in the Quattroporte’s 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 onein 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, andonly 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 inthe 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 13ventilation ports (4 of which are at the rear) and sunlight sensor, gives outstandingperformance 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, arecontrolled via the MTC (Maserati Touch Control), as well as via a physical control panel underthe screen. Thanks to the 455 m3/h of air delivery, the system performs much better than itspredecessor, cooling/heating the air much faster than before and easily maintaining the setconditions.

The system is equipped with an externally controlled compressor with variable displacementwith electronic control; this solution ensures that consumption is matched to the actualrequirements of the climate control system. The system is controlled by a number of sensors inthe car; the humidity sensor detects the humidity percentage in the passenger compartmentand 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 tothe sunlight and outdoor ambient temperature.

Four-zone climate control (optional)

The automatic four zone climate control system considerably increases on-board comfort forrear passengers. The dedicated nebulizer and two supplementary ports on the central pillarsincrease the air flow in the interior, and increase the performance of the system in both heatingand cooling. Separate temperature control is made possible by the control panel on the rearunit, which can also be used to change the air flow distribution; the driver can also modify theclimate 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 thedashboard, 2 on the joint between the front pillars and upper door surround, 2 at the feetof the front occupants, 2 central ports on rear unit, 2 on the central pillars and 2 at the feet ofthe rear occupants.

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Refrigerant circuit

Because of the different regulations that apply in different markets, twodifferent types of refrigerant are used. Make sure to check the correct type ofrefrigerant when performing maintenance or repair operations on therefrigerant 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, thefollowing parts are added to the system:

• Rear evaporator with corresponding pipework and electronically controlled TXV.

65



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 R134Arefrigerant, but has the advantage of a much lower environmental impact. This new refrigerantis a requirement for new vehicle homologations in Europe starting from 2013. Vehicles destinedfor other markets use R134A as a refrigerant.

In both cases, the operation and the performances of the system are very similar, and only a fewcomponents are specific. In fact, the only physical differences between the two circuits are thehigh and low pressure service valves that have different shapes and dimensions to avoidmistakenly servicing with the wrong gas, and the thermal expansion valve that has a differenttuning. The main system components like compressor, condenser and evaporator are in bothcases identical.

The refrigerant system used in the new Quattroporte is very similar to the one used in theGranTurismo and in previous generation Quattroporte models. Two new features are added:

First, a pressure sensor replaces the multilevel pressure switch: the sensor provides precisesystem pressure information to the engine ECU (ECM). The ECM consequently activates thecooling fan and switches off the compressor depending on the system pressure (systemprotection).

The second new feature is a small heat exchanger that is integrated in the pipework. This isachieved by making a part of the high and low pressure pipes coaxial, allowing thetemperatures to stabilize over this section. The reduction of the difference in refrigeranttemperature in both parts of the circuit improves the system’s overall performance.

66



The A/C compressor, supplied by Delphi, is of the variable displacement type with externalcontrol. The compressor is driven by the engine’s front end accessory drive belt and activatedthrough a magnetic clutch.

The compressor’s magnetic clutch is commanded by the engine ECU (ECM) through a dedicatedrelay.

The compressor also has an integrated High Pressure Release Valve. This valve will releaserefrigerant into the atmosphere if the circuit pressure becomes dangerously high due to asystem failure (e.g. magnetic clutch sticking). This is a safety requirement in some countries.

The thermal expansion valve (TXV), installed on the evaporator joint, regulates the refrigerantflow inside the circuit. Please note that two types of TXV’s are used, depending on theapplied refrigerant.

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

Front evaporator and heater matrix.

The service valves have specific shapes and dimensions depending on the type of refrigerant used. On theillustration 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.

67



R1234yf Refrigerant circuit specifications

Refrigerant specification R1234yf

Refrigerant quantity, dual zone system 700 ±20g

Refrigerant quantity, four zone system 930 ±20g

Compressor oil specification Idemitsu Ps-D1

Compressor oil quantity 120cc

R134A Refrigerant circuit specifications

Refrigerant specification R134A

Refrigerant quantity, dual zone system 700 ±20g

Refrigerant quantity, four zone system 930 ±20g

Compressor oil specification Idemitsu Ps-D1

Compressor oil quantity 120cc

R1234yf versus R134A, characteristics:

R134A R1234yf

Name Tetrafluoroethane Tetrafluoropropene

Chemical composition CH2FCF3 CH2CFCF3

Boiling point - 26,3°C - 29°C

Global Warming Potential* 1300 4

(*) this is a measure for the amount of heating of the atmosphere a greenhouse gas generatescompared to carbon dioxide (CO2), which has a global warming potential defined as 1; theeffect is calculated over a 100 year period.

R1234yf is a new type of refrigerant that is proposed as a replacement for R134A in automotiveair conditioning systems. The main reason for this is that it has a global warming potentialthat is about 330 times lower compared to R134A. The European Union is the first to imposethis new refrigerant on car manufacturers, but it is now expected that the worldwide carproduction will use the new refrigerant by 2017.

The operation and the cooling performance of systems that use these two types of gas are verysimilar, the cooling characteristics of R1234yf are even slightly better (due to the lower boilingpoint), but for the final user there will be hardly any noticeable difference. The proceduresfor servicing the circuit, like recycling, vacuuming and refilling, are very similar. However, bothrefrigerants are not compatible and different recycling equipment is needed. It is not possibleto convert R134A systems to work with R1234yf, and even though compressors designed to useR1234yf can also be used for R134A, the opposite is not true.

At the moment of writing of this manual, only vehicles destined for Europeancountries use the R1234yf refrigerant. It is however not excluded that this newrefrigerant will be introduced in other markets as well. Always check thesystem 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 blowermotor 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 activecarbon type air filter that can be accessed for replacement by removing a plastic cover inthe engine compartment. Thanks to the 455m3/h of air delivery, the system performs muchbetter than that of the previous generation Quattroporte. The front air distribution unit is ofthe two-zone type, and distributes the air into the interior via 13 vents: 9 for demisting and thefront passengers, and 4 dedicated vents for the rear passengers. If the vehicle is equipped withthe optional four-zone climate control system, the front unit only distributes to the 9 frontvents. 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 theprevious generation Quattroporte, of the single matrix type. No TGK valves that control theamount of coolant flow are used. In this case the two zone temperature control is regulated bythe air mixing flaps.

69



The above illustration shows some of the internal components of the front air distribution unit, like theair distribution and mixing flaps with their respective actuators, and the semiconductor type speed

regulator of the blower motor (grey part on the right).

70



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 distributionunit is located inside the central console. This is a completely independent unit and comprisesthe 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.

13 air vents and a blower capacity of 455m3/hguarantee a quick an efficient air distribution inthe vehicle’s interior.

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The rear unit works as a full two-zone system, with independent temperature control left andright. 4 NTC exit air temperature sensors are installed in the unit, and it distributes air to 6vents: two centrally, two in the rear passenger’s foot area, and two located on the B-pillars.

The rear air distribution unit operates in the same way as a traditional (front) air distributionunit. The main difference lies in the fact that the rear unit, when active, always aspiratesand redistributes air from the inside the passenger compartment. There is no external air/recyclefunction for the rear unit. The blower motor, which is of the brushless type with integratedregulator, aspirates air from the area underneath the front seats.

To obtain sufficient coolant circulation towards the heater matrix of the rear unit, an additionalelectric water pump is used. This water pump is positioned in the engine bay behind theengine’s 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 offthe coolant circulation towards the rear heater matrix if the rear unit is not used. In a similarway, the refrigerant flow to the rear evaporator is shut off by an electric valve integrated in therear TXV. This prevents the forming of ice on the rear evaporator, and unnecessary wastedcooling capacity, if there is no cooling request from the rear.

72



In the case of the optional four-zone system, twoextra air vents for the rear passengers arepositioned on the B-pillars. This makes a total of15 vents; the 6 vents for the rear passengersare served by a separate distribution unit.

The rear HVAC unit is of a remarkably compactdesign and integrates fully inside the front centralarmrest.

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

73



An electronically controlled shut-off valveintegrated in the TXV of the rear evaporator isused to close off the rear circuit if the systemis switched off.

An electric water pump which is installed at theback of the left hand cylinder bank provides extracoolant circulation when heating performance isrequested by the rear unit.

An electrically operated shut-off valve (Bitron) ispositioned on the inside of the transmissiontunnel. This valve shuts off the rear part of thecooling 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 passenger’s side, fitted ontothe blower motor housing. It is connected to the CAN-I bus for information exchange withother vehicle nodes and for diagnosis.

The HVAC module commands the blower motor and the different air flap actuators, and sends acompressor activation request signal to the ECM via CAN.

The user can select the different temperature and air distribution settings from the MTC touchdisplay (Integrated Centre Stack or ICS), or via a separate control panel which is positionedunderneath the display unit and connects to the ICS. In both cases the HVAC module receivesthe commands from the ICS via CAN. The HVAC module further controls the rear windowheater and the heating of the windshield nozzles, via relays.

The front HVAC control panel is connected to theICS touch screen unit. This are in fact redundantcontrols as the system can also be commandedfrom the touch screen itself. The panel also housesthe hazard lights switch and the passenger’sairbag 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 thecontrol panel for the rear HVAC functions. Depending on the chosen configuration, the controlpanel can have two different positions: in the case of the five seat configuration, the rearHVAC 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 mainHVAC module, the HVACR module is connected to the CAN-I bus for information exchange withother vehicle nodes and for diagnosis.

Note: the rear HVAC functions can also be controlled by the MTC touch display.

Sensors

The system uses the following sensors:

• Interior temperature sensor.

• Mixed air temperature sensors.

• External temperature information (the external temperature sensor is connected to theBCM).

• Two-zone sunlight sensor.

• Humidity sensor.

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

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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 onthe following two parameters:

• The windscreen surface temperature, measured with an NTC temperature sensor attachedto the windscreen.

• A semiconductor type air humidity sensor, this measures the level of relative air humidityinside the passenger’s compartment.

The humidity sensor, referred to as HUM-sensor, is connected to the BCM via a LIN line. TheHVAC node receives the information about the damp condition of the windscreen fromthe BCM via the CAN-I bus.

The humidity sensor is attached to the windscreen.

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Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















Body

Content

Body structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2Hybrid steel-aluminium design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2Front suspension domes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Front subframe structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Rear subframe structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9Dashboard strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Front safety structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Aerodynamic efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Body paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

1Body


Body structure

Hybrid steel-aluminium design

The development of the body of the New Quattroporte employed lightweight materials notonly to reduce the car's weight as one would expect of a high performance car, but also toensure maximum occupant safety. The 4 doors, engine compartment lid, front wings andluggage compartment lid are in lightweight aluminium; along with its stylistic versatility, it isvery lightweight, thus contributing to the reduction of fuel consumption and emissions. Thestructure also features magnesium components (dashboard strut), while the central floor platereinforcements ensures exceptional torsional rigidity.

The New Quattroporte's chassis has been designed to match the most demanding standards ofperformance and comfort. It uses a hybrid high strength steel and aluminium monocoquestructure, which has resulted in a significant weight saving. The complete body of the newQuattroporte weighs 94kg less than that of the previous generation Quattroporte, despite thesignificant increase in size of the car. It is assembled by using 3600 welding points, 164 rivetsand structural adhesives in certain areas. All body welding is performed by robots andmeasurement by numerical control machines.

The choice to apply aluminium alloy for the front subframe structure and steel for the rear wasfurther motivated by the aim to obtain a balanced distribution of the vehicle’s masses.

Special attention has been given to the car's passive safety characteristics, withoutcompromising weight and stiffness. The most important structural components, like thepassenger compartment, have been designed for occupant safety. The front of the passengercompartment (pillars, sill mouldings) features hot moulded steel components, while the rear isstiffened with high strength steel. The crash bars at the front and rear are in extrudedaluminium.

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 lidin aluminium metal sheet; front and rear cross members in extruded aluminium. The new frameis designed to satisfy the most stringent American crash standards (FMVSS208), the frontstructure compliant with ACEA1 “pedestrian impact” standards.

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

2

Body


Used materials for body components

Central body structure High strength steel

Front suspension domes Aluminium

Front and rear doors Aluminium

Bonnet Aluminium

Boot lid Aluminium

Front fenders Aluminium

Front subframe Aluminium

Rear subframe High strength steel

Traversal structure behinddashboard

Magnesium

Safety structure front and rear Aluminium

3600 welding points, 260 arc welded studs, 164rivets, 74 metres of sealant and a total paintedsurface of 38m2are some impressive numbersabout the Quattroporte’s body.

3Body


4

Body


5Body


Front suspension domes

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

6

Body


Front subframe structure

The front subframe uses a combined structure ofcast and extruded aluminium parts weldedtogether to make a combined extremely stiff andnevertheless light unit. It is fixed to the vehicle’sbody by 4 points and carries the two enginemounts, the lower suspension arms and anti-rollbar, and the steering rack.

7Body


To further increase the rigidity of the vehicle’schassis with a limited impact on the weight, anadditional aluminium cross structure has beenadded. This structure connects the rear section ofthe front subframe with the vehicle’s floor plate.

8

Body


Rear subframe structure

If the rear subframe assembly has to be released from the vehicle’s body, it isnecessary to first compress the rear springs with adequate tooling. This isneeded because of the upper spring platforms are attached to the vehicle’sbody, and they load the subframe attachment. Refer to the workshop manualfor the correct procedure.

The rear subframe is made of rolled high strength steel welded together, and houses the complete rearsuspensions as well as the rear differential. It is fitted to the vehicle’s body in four points through flexible

bushings (not visible on the image above).

9Body


Dashboard strut

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

Doors

The doors are entirely made out of aluminium, assembled of different parts fabricated withdifferent 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 tothis, a complete assembly has been obtained that is remarkably stiff and light. The choice offrameless door windows, other than being purely a design feature, further reduces the weight.

10

Body


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 witha 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 Europespecification vehicles, these bars are not present to comply with pedestrian safetyregulations.

• Two vertical reinforcement bars behind the dashboard at knee-level at drivers side. This isspecific to prevent the driver to intrude with his knees in the dashboard in case of afrontal crash while not wearing a seatbelt.

A Quattroporte’s door assembly awaiting furtherfinishing inside the factory. The differentlyproduced sections are clearly visible: pressedaluminium sheet, extruded aluminium intrusionprotection bars and a die-cast aluminium doorframe.

11Body


Aerodynamic efficiency

The achievement of a maximum speed of 307 km/h and the reduction in fuel consumption ofmore than 20% have partly been made possible due to a significant aerodynamic study duringthe development of the new Quattroporte. Extensive research in the wind tunnel has optimizedthe air fluxes around both the car’s external body and the underneath area of the car.

Particular attention affected the flat bottom and the entire body’s aerodynamic performance.Due to this, the overall Cx coefficient has been set to 0.31, an improvement of 12% over theprevious generation Quattroporte. Aerodynamic research is not just limited to increasingthe vehicle’s top speed and improving its fuel economy, it plays an important role in carryingaway the heat generated by the engine and transmission: leading the air efficiently towards thefront radiator and the large intercoolers at each side of the vehicle’s front, while at the sametime having a minimal impact on aerodynamic drag.

Refined details like deviation flaps onto the rear suspension arms have been introduced tooptimize the air flux at the rear of the car. An additional NACA air duct has been developed toforce the air towards the rear differential, obtaining an improved cooling to reduce thedifferential’s working temperature.

Aerodynamics further help keeping the wind noise levels low, which is beneficial for theoccupant’s comfort. Finally, positive results have been achieved as regards the verticalcompound of the aerodynamic forces (Cz): the balance between Cz front and rear is animportant factor for the vehicle’s stability at high speed. An improvement of 24% over theprevious Quattroporte has been obtained here.

12

Body


Windows

The new Quattroporte is intended to be safe and comfortable, and it is with this in mind thatalso its windows have been designed to be highly technological and safe. The windscreenand rear window are supplied as standard with double laminated acoustic glass, developed incollaboration with Saint-Gobain. On average, 51% of external noise noticed in a vehiclecomes in through the windscreen. Also the door windows front and rear employ the sametechnology of lamination and acoustic damping. This feature confirms Maserati’s attention tooccupant comfort.

Besides this, all Quattroporte’s windows are athermic, with excellent heat reflectingcharacteristics. 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.

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

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

13Body


Body paint

The colour range of the Quattroporte is completely new. Eight colours are available at themoment 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 colouridentification 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 contrastinghues.

• 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 aluminiumand 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 acombination of a technical look and refined colouring, which is deep and changesconstantly with the light.

Coating type Color Code

Solid Black Q820

White Q268

Metallic Silver Q817

Metallescent Bronze Q525

Beige Q513

Mica Silk Black Q815

Blue Q426

Bordeaux Q120

14

Body


15Body





Transmission

Braking system

Driving controls


Safety components


Body

Glossary

General information

V8 Engine

Introduction

Safety Notice



















Glossary

The following is a list of acronyms that are used in this publication:

Acronym Meaning Translation

ABS Anti-lock Brake System

ACEAAssociation des Constructeurs Européensd'Automobiles

European AutomobileManufacturers' Association

ADCM Active Damping Control Module

AFBM Automatic High Beam Module

AFLS Adaptive Front Lighting System

AHBM Automatic High Beam Module

AHM-LT Auto Headlight Module, Left

AHM-RT Auto Headlight Module, Right

ALR Automatic Locking Retractor

AMP Amplifier

API American Petroleum Institute

ASBM Accessory Switch Bank Module

ASIS Adaptive Shift Strategy

ASR Anti Slip Regelung (= TCS) Traction control

AUWP Auxiliary Water Pump

BAS Brake Assistance System

BCM Body Control Module

BTSA Bluetooth Streaming Audio

BUX Built to Export

CAN Controller Area Network

CAN-A/T CAN Audio and Telematics

CAN-C CAN Chassis

CAN-I CAN Interior

CAN-PT CAN Powertrain

CDC Continuous Damping Control

CRSM Comfort Rear Seats Module

CSG Centralina Servo Guida Power steering module

CSWMComfort Seats and Wheel Module DigitalAudio Broadcasting

DABComfort Seats and Wheel Module DigitalAudio Broadcasting

DDM Driver’s Door Module

1

Glossary



DLC Diagnostic Link Connector

DMM Digital Multi Meter

DMRL Door Module Rear Left

DMRR Door Module Rear Right

DMTL Diagnostic Module for Tank Leakage

DOM Domestic (USA)

DOT Department of Transportation

DRL Daylight Running Lights

DSM Door Switches Module

DTC Diagnostic Trouble Code

DWT-B Dynamic Wheel Torque by Brake

EBD Electronic Brakeforce Distribution

ECM Engine Control Module

ECMM Electro Chromatic Mirror Module

EDGE Enhanced Data rates for GSM Evolution

EDR Event Data Recorder

EOBD European On Board Diagnostics

EOL End Of Line

EPB Electric Parking Brake

ESC Electronic Stability Control

ESCL Electronic Steering Column Lock

ESM Electronic Shifter Module

ESP Electronic Stability Program

FMVSS Federal Motor Vehicle Safety Standard

GDI Gasoline Direct Injection

GND Ground

GSM Groupe Spécial MobileGlobal System for Mobilecommunications

HFC Hydraulic Fading Compensation

HFM Hands-Free Module

HSA Hill Start Assist

HSDPA High Speed Downlink Packet Access

HUM sensor Humidity Sensor

2

Glossary



HVACHeating, Ventilation and AirConditioning

HVACRHeating, Ventilation and AirConditioning, Rear

IAM Intelligent Alternator Module

IBS Intelligent Battery Sensor

ICE Increased Control and Efficiency

ICS Integrated Centre Stack

IPC Instrument Panel Cluster

ITM Intrusion Transceiver Module

KEKG Keyless Entry and Keyless Go

KIN Keyless Ignition Node

LED Light Emitting Diode

LF Low Frequency

LHD Left Hand Drive

LIN Local Interface Network

LRD Low Risc Deployment

LRSM Light and Rain Sensor Module

LVDS Low Voltage Differential Signalling

MD Maserati Diagnosi

MDVMMMaserati Diagnosi Voltage MeasurementModule

MON Motor Octane Number

MSM Memory Seat Module

MSP Maserati Stability Program

MSR Motor Schleppmoment Regelung Engine brake control

MTC Maserati Touch Control

MY Model Year

NEDC New European Driving Cycle

NTC Negative Temperature Coefficient

NVH Noise, Vibrations and Harshness

ODB-II On Board Diagnostics, second generation

OMG Officine Maserati Grugliasco Maserati Grugliasco plant

ORC Occupant Restraint Controller

3

Glossary



PAD Passenger’s Airbag Deactivation

PDC Power Distribution Centre

PDM Passenger’s Door Module

PFI Port Fuel Injection

PIN Personal Identification Number

PTS Parktronics System

PWM Pulse Width Modulation

RAB Ready Alert Braking

RFH Radio Frequent Hub

RHD Right Hand Drive

RON Research Octane Number

RSE Rear Seat Entertainment

SAE Society of Automotive Engineers

SCCM Steering Column Control Module

SDARS Satellite Digital Audio Radio Service

SRS Supplemental Restraint System

STPS Seat Track Position Sensor

SWS Steering Wheel Switches

TCM Transmission Control Module

TCS Traction Control System

TGW Telematics Gateway

TPM Tyre Pressure Module

TPMS Tyre Pressure Monitoring System

TXV Thermal Expansion Valve

UMTSUniversal Mobile TelecommunicationsSystem

VCI Vehicle Comunication Interface

VIN Vehicle Identification Number

VSO Vehicle Speed Odometer

WCM World Class Manufacturing

WLAN Wireless Local Area Network

WOT Wide Open Throttle

4

Glossary


Quattroporte V8 Training Manual-En

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