The Bora provided the basis for the Merak, which used the same bodyshell front clip but in a 2+2 configuration, made possible by using a smaller, lighter and less powerful Maserati V6 engine, also used in the Citroën SM.

Compared to those, it was civilized and practical, featuring a hydraulically powered pedal cluster that could be moved forward and backwards at the touch of a button and a steering wheel that could be tilted as well as telescoped, addressing the familiar problem of entering and exiting the vehicle typical of many supercars.

[8] Most supercars offer little foot room and little to no provision for luggage, but the Bora has a full-size trunk in the front of the vehicle, and was otherwise known as being much more civilized in comforts from its competitors.

[1] The US-bound Bora had larger 4.9-litre engine from the Ghibli as to compensate for the reduced power due to the exhaust emission regulations.

Both engines trace their lineage back to the famous 450S racecar, were made of aluminium alloy and had hemispherical combustion chambers with 16 valves total operated by four cams (chain-driven).

Both engines were mounted longitudinally in the middle of the car and were mated to a ZF-1 five-speed transaxle sending power to the rear wheels.

The auxiliary hydraulic circuit system controls adjusted the driver's seat vertically, the pedal box (consisting of the brake, clutch and throttle pedals) can be set horizontally forwards and backwards by around 76 mm (3.0 in) – a first such application in the world for a production car, and also to raise and lower the concealed headlights in the front fenders.

[9] From 1973 on, the engine was fitted with air pump as to decrease the exhaust emissions, and its output was increased to 300 hp (224 kW; 304 PS) at 6,000 rpm.

[citation needed] The reason for this misconception probably stems from the state of tune of their respective engines as well as the difference in the gearing of the two cars.

Using MacPherson struts in combination with very wide front tyres and rack-and-pinion steering system produced stronger and undesirable kickback.

[11] Citroën's advanced high-pressure LHM hydraulic technology was adapted into two circuit systems: main and auxiliary.