Maserati Biturbo

Maserati
Biturbo
Production period:	1981-1988
Class :	Sports car
Body versions :	Coupe
Engines:	Petrol engines : 2.0–2.5 liters (185–220 hp)
Length:	4153 mm
Broad:	1714 mm
Height:	1305 mm
Wheelbase :	2514 mm
Empty weight :	1086 kg
successor	Maserati 222 Maserati 222 E.

The Maserati Biturbo (internal designation: Tipo AM 331 ) is a four-seater coupé that the Italian sports car manufacturer Maserati offered from 1981 to 1988. The car, designed by Alejandro de Tomaso , was powered by a six-cylinder V-engine, which - from which it is named - was equipped with two turbochargers . The engine was available in different cubic capacity versions, and in the course of time different expansion stages were available for each version, due to which the cars as Biturbo i , Biturbo S , Biturbo E , Biturbo ES , Biturbo Siwere designated. A stylistic revision finally led to the Biturbo II . The biturbo was the basis of a wide-ranging model family that remained in the range until 1997 with different names as coupés, sedans and convertibles. With it, Maserati lost the status of an exclusive upper-class manufacturer, because the company achieved far larger quantities with the comparatively inexpensive model than with the previous high-performance sports cars. According to the unanimous view in the literature, the Biturbo and its successors ensured the survival of the Maserati brand.

History of origin

The Biturbo was the first model that Maserati developed from scratch after being taken over by Alejandro de Tomaso. De Tomaso wanted to establish Maserati in the field of series manufacturers with him. To do this, the car had to be significantly cheaper than the previous Maserati sports cars. De Tomaso's concept therefore envisaged a compact, automatically manufactured vehicle that was powered by a comparatively small engine. With this, Maserati reacted to the Italian tax legislation, which imposed a sales tax of 38 percent on automobiles with a cubic capacity of 2000 cc and more, while vehicles with a smaller cubic capacity were only taxed at 19 percent. Conceptually, De Tomaso was based on the contemporary 3-series BMW .

Development of the Biturbo began in the autumn of 1978, three years later, on December 14, 1981, the 67th anniversary of the company's founding, and Maserati presented it to the public. On the basis of the Biturbo, which was initially only available with two doors, the four-door sedans Biturbo 425 and Biturbo 420 and the open Biturbo Spyder were developed in the following years .

Maserati achieved four-digit annual numbers with the Biturbo from 1982 onwards. However, the reputation of the biturbo soon suffered due to technical problems, and sales leveled off at around 2,000 to 3,000 units per year. However, the initial problems permanently damaged the reputation of the biturbo, so that Maserati dropped the name from 1988. With a few exceptions, the following models have only been named with numerical codes.

Model description

body

Grille with trident

Rear end: Similar to the Maserati Quattroporte III

The original version of the Maserati Biturbo was a two-door, four-seat notchback coupe. The self-supporting body was designed by the former Pininfarina designer Pierangelo Andreani . The details were based on the Maserati Medici concept vehicle designed by Giorgio Giugiaro , which had already influenced the shape of the large Quattroporte III sedan . The Biturbo was therefore often viewed as a "small Quattroporte".

engine

Maserati twin-turbo engine with 2.5 liters displacement ( Tipo AM 453 )

All biturbo models were powered by a six-cylinder V-engine with an aluminum engine block and a 90 degree cylinder bank angle. Each cylinder had two intake valves and one exhaust valve. There were no four-valve versions in the biturbo models; they did not appear until 1988 with the successors 2.24 v and 222 4v , which officially no longer bore the name Biturbo. For each row of cylinders there was a camshaft that was driven by a common toothed belt. The cylinder sliding surfaces were coated with Nikasil , later there were wet liners . To increase performance, the engines were equipped with two exhaust gas turbochargers from IHI . From 1983 different systems for charge air cooling were used.

Until 1985, the mixture was exclusively prepared by Weber register carburettors (type 42 DCNVH). This system was criticized as out of date when it was first introduced. From 1986 an electronic manifold injection (Weber Multipoint) was available, which was replaced in 1987 by a digital injection system from Magneti Marelli . The models with injection engines were given the additional designation "i" (for iniezione ) as an additional designation.

The biturbo was available with two different sized engines. Both were available with a carburetor or manifold injection :

• In the original version from 1981, the engine had a displacement of 1996 cm³ (bore × stroke = 82 × 63 mm) with a view to Italian tax legislation. The engine output in the carburettor version was 132 kW (179 hp), with intake manifold injection 138 kW (188 hp). Cars with this engine were reserved for the Italian market.

• From 1983 a version enlarged to 2490.9 cm³ was also available. The increase in displacement was achieved through a bore that was enlarged to 91.6 mm. The engine output in the carburettor version was 136 kW (185 hp). They occurred at 5500 revolutions per minute (instead of 6000 in the case of the smaller engine), the maximum torque rose from 255 to 299 Nm. Vehicles with these engines were primarily intended for export markets. The export engine was replaced in 1987 by a 2.8 liter variant that was only available with manifold injection ; the car equipped with it was no longer called Biturbo, but the 222E.

Power transmission

All biturbo models were fitted with a manual five-speed transmission from ZF as standard . An automatic three-speed transmission was available as an option. The rear wheels were driven.

landing gear

The front and rear wheels were suspended individually . Front and rear coil springs and hydraulic telescopic shock absorbers were used, front as MacPherson struts and rear together with trailing arms . There were stabilizers on both axles . The delay was achieved with servo-assisted disc brakes from ATE. Contemporary test reports criticized the chassis as being overwhelmed; it is not appropriate to the engine power. Oversteer set in early, and "strong load change reactions" were also criticized.

Biturbo II

In 1985 Maserati redesigned the interior, renewed the color palette, replaced the aluminum wheels with a new version and replaced the angular dashboard with an oval one. There was also a Sensitork self- locking differential that diverted up to 90% of the engine's power to a single rear wheel. The revised version was named Biturbo II . The addition "II" was dropped with the introduction of the injection versions.

S versions

An S version of the Biturbo appeared in December 1983. It had a more powerful engine with an intercooler and higher compression (7.8: 1 instead of 7.4: 1). Maserati offered both the 2.0-liter and the 2.5-liter engine as an S variant. In both cases, the engine output increased to 205 hp. From 1986 the injection engines were also available as S versions. The output of the 2.0-liter engine was 162 kW (220 hp), while the 2.5-liter engine was only 138 kW (188 hp).

The ES version of the Biturbo was optionally equipped with an exhaust catalytic converter from 1984 onwards . These vehicles, which were mainly exported to Switzerland and the USA, had an engine output of 143 kW (194 hp).

production

Only the biturbo engines were built in Maserati's main plant in Modena . The body, on the other hand, was manufactured by Innocenti in Lambrate near Milan . This is also where the engines were installed and the cars completed. De Tomaso had a new automated production line built at Innocenti; the investment for this amounted to 50 billion lire. The plant was designed to produce 30 vehicles per day, equivalent to an annual production of about 7,000 cars, and had the capacity to double production. In fact, the number of 30 vehicles a day was never reached.

Production started slowly. When the Biturbo was presented in December 1981, only pre-series models were shown; the delivery of series vehicles to customers was delayed until May 1982.

The individual versions

Maserati used the model name Biturbo from 1981 to 1987. A general distinction is made between the models for the Italian market and the export vehicles.

Vehicles for the Italian market

Biturbo (1981–1984) and Biturbo II (1985–1987)

Base model: an early biturbo (1983)

The basic model of the entire series was the two-seater coupé with the 2.0-liter six-cylinder V-engine and register carburetor with 132 kW (179 hp). Its top speed was 215 km / h. The carburetor version remained in the program until 1987; from 1985 it was called Biturbo II. From 1986 there was also the more expensive injection version. from 1981 to 1987 9206 copies were made.

Biturbo i (1986-1987)

Starting in 1986, the 138 kW (188 hp) Biturbo i with intake manifold injection supplemented the regular Biturbo II, which was equipped with carburettors. Its top speed was 220 km / h. Maserati adopted the stylistic and technical changes introduced with the Biturbo II in 1985. From the regular injection version, a total of 683 vehicles were built in 1986 and 1987. From 1988 the Biturbo i was replaced by the Maserati 222 , which was technically and stylistically very similar, but got the engine of the Biturbo Si.

Biturbo S (1983–1984) and Biturbo S II (1985–1986)

Maserati Biturbo S.

The more powerful version of the coupé with the 2.0 liter six-cylinder V-engine and register carburetor appeared on December 14, 1983, two years after the presentation of the base model. It was initially called Biturbo S, from 1985 it was called - parallel to the regular model - Biturbo S II. The power increased by 25 to 151 kW (205 PS) led to an increase in top speed to 225 km / h. Together with the more powerful engine, the S version received a harder chassis set-up. Externally, the S version was recognizable by additional air inlets in the bonnet. However, they had no function and only served the purpose of appearance. All S models were painted two-tone at the factory. The lower half of the car flanks were black on each copy. Some buyers of regular biturbo models had their vehicle retrofitted to look like the S models. From 1983 to 1986 1038 copies of the Biturbo S and S II were made. The model was replaced by the Biturbo Si.

Biturbo Si (1987–1988)

The last new development to be called Biturbo was the S version of the 2.0-liter engine with manifold injection in the spring of 1987 . Unlike in the case of the regular biturbo, the carburettor and injection versions of the S model were not produced in parallel; the Biturbo Si with injection took the place of the Biturbo S II. The car was only available in red, gray or black; As with the predecessor, the flanks on the underside were also painted black here. The 162 kW (220 PS) twin-turbo Si reached a top speed of 228 km / h. A total of 992 copies of the Biturbo Si were made. The last of them were sold in 1988 in a special series as "Biturbo Si Black". The Maserati 222, which replaced the Biturbo i as the base model in 1988, took over the engine of the Biturbo Si.

Vehicles for export markets

Biturbo E (1983-1987)

Maserati Biturbo E (US version, 1985)

For the markets outside Italy, which did not levy a similarly restrictive sales tax on vehicles with larger displacement, Maserati offered a 2.5 liter version of the six-cylinder engine from 1983. This version was called Biturbo E (for export). Like the first Italian models, it had a register carburetor. The top speed of the 136 kW (185 PS) vehicle was 215 km / h. The Biturbo E received the stylistic and technical developments of the regular Biturbo. It stayed in the program until 1987. 4577 vehicles were built during this time. In the 1988 model year, Maserati replaced the Biturbo E with the 222 E with a 2.8 liter six-cylinder engine.

Biturbo ES (1984–1987)

In 1984 the more powerful version of the 2.5-liter six-cylinder appeared. The vehicle called Biturbo ES was the parallel model to the smaller Biturbo S with 2.0 liters. With an output of 151 kW (205 PS), the ES reached a top speed of 215 km / h. This corresponded to the values ​​of the smaller Biturbo S, but journalists considered the drivability and the responsiveness of the larger engine to be better. Like the S, the ES was also painted in two colors at the factory. 1480 ES models were built from 1984 to 1987.

Biturbo iE (1986–1987)

At the end of the year, the 2.5-liter engine also received an intake manifold injection . The output increased by 5 to 143 kW (194 PS). The car called Biturbo iE or Biturbo i 2500 was only offered for a short time. It was replaced by the 222 E as early as 1988.

Biturbo Si 2500 (1986-1987)

Parallel to the smaller S model, the large S engine was also available from 1986 with electronic manifold injection . The vehicle was called Biturbo Si 2500 and was the parallel version of the Biturbo Si with 2.5 liters. The power was specified with 138 kW (188 hp). Only a few copies of this model were made.

Quality defects

Discontinued Maserati Biturbo S

In the first three years in particular, the biturbo models suffered from considerable quality defects. These included negligent processing of the bodywork, inadequate rust prevention, electrical defects, poor starting properties of the carburettor models at high temperatures and the susceptibility of vehicles with catalytic converters delivered to the US market to fire , which was due to insufficient thermal insulation of the catalytic converter. Most of the deficiencies were due to faulty product planning and an inadequate, and above all too short, test phase of the Biturbo. Not all workshops were able to deal with the complex technology of the biturbo. Some were not adequately equipped and could not adequately remedy the deficiencies. On the other hand, some defects, especially on the US biturbo models, were also due to the fact that customers did not adhere to the prescribed maintenance intervals or the specifications for operating the vehicle. Maserati improved the weak points in the course of the first few years, so that the injection variants produced from 1986 onwards are regarded as largely free of defects.

Over the years, the increasingly cheaper used Biturbos often passed through many hands, with the respective users often not performing the necessary maintenance for reasons of cost. Many biturbo coupes and sedans were ultimately abandoned.

The British journalist Giles Chapman counts the Biturbo as one of the "worst cars that have ever been sold". The car is a "replacement BMW" that does not even come close to the BMW qualities. Above all, the negligent processing quality is criticized.

Technical specifications

Maserati Biturbo
	2.0 liters				2.5 liters
	Biturbo Biturbo II	Biturbo S Biturbo S II	Biturbo i	Biturbo Si	Biturbo E	Biturbo ES	Biturbo iE	Biturbo Si 2500
Engine :	Six-cylinder gasoline engine V-arrangement (90 degree bank angle)
Displacement :	1996 cc				2491 cc
Bore × stroke :	82 × 63 mm				91.6 x 63 mm
Performance :	180 hp	205 hp	188 hp	220 hp	185 hp	205 hp	195 hp	220 PS 188 PS (with catalytic converter)
Mixture preparation :	Register carburetor		Manifold injection		Register carburetor		Manifold injection
Valves :	Two intake valves, one exhaust valve per cylinder
Valve control :	one overhead camshaft per cylinder bank
Cooling :	Water cooling
Gearbox :	Manual five-speed gearbox on request: automatic three-speed gearbox
Front suspension :	MacPherson struts, wishbones, stabilizer
Rear suspension :	Semi-trailing arm, stabilizer
Brakes :	front and rear disc brakes, servo-assisted
Body :	Steel, self-supporting
Wheelbase :	2514 mm
Dimensions (length × width × height):	4153 × 1714 × 1305 mm
Empty weight :	1086 kg
Top speed :	205 km / h	220 km / h	210 km / h	230 km / h	215 km / h	225 km / h	220 km / h	230 km / h

literature

• Martin Buckley: Maserati. Italian luxury and flair . Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 .
• Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1
• Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 .
• Anthony Pritchard: Maserati. The history of racing , Delius Klasing, Bielefeld, 1st edition 2003, ISBN 978-3-7688-2513-9
• David Sparrow, Iain Ayre: Maserati Heritage . Osprey Classic Marques. Auckland 1995. ISBN 1-85532-441-5 .

Web links

Commons : Maserati Biturbo  - Collection of images, videos and audio files

• Sales brochure of a Maserati Biturbo Coupé from 1986

Individual evidence

1. ↑ ^{a b c d} Description of the Maserati Biturbo on the website www.maserati-alfieri.co.uk (accessed on August 27, 2017).
2. ^ Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 60.
3. ^ ^{A b} Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1 , p. 235.
4. ^ ^{A b c} Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 62.
5. ↑ Brief portrait of Pierangelo Andreanis (accessed on August 27, 2017).
6. ^ ^{A b c} Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1 , p. 234.
7. ^ Martin Buckley: Maserati. Italian luxury and flair. Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 , p. 139.
8. ^ ^{A b c} Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 63.
9. ^ Martin Buckley: Maserati. Italian luxury and flair . Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 , p. 136.
10. ↑ Auto Motor und Sport, Issue 24/1983 of November 30, 1983.
11. ↑ Giles Chapman: The worst cars ever sold . The History Press, Stroud 2011, ISBN 978-0-7509-4714-5 , p. 57.