Maserati Biturbo series

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Maserati Biturbo E (1985)

The Maserati Biturbo series is an extensive model family from the Italian car manufacturer Maserati , which was offered in almost 30 different versions as coupés, convertibles and sedans from 1981 to 2001. It is named after the Maserati Biturbo Coupé , which was sold under this name from 1981 to 1988. Numerous vehicles that appeared afterwards used the technical basis of the Biturbo and are therefore assigned to this model family, even if they were no longer officially called Biturbo and instead followed a confusing nomenclature. The biturbo technology even survived the takeover of the company by the Fiat group. The last newly introduced model based on the biturbo structure was the Quattroporte IV , which was sold until 2001. With the Biturbo and its successor models, Maserati took the step from an exclusive sports car manufacturer to a series manufacturer. From 1981 to 1997, more than 38,000 vehicles in the Biturbo family were built, around two thirds of them as coupés.

According to a consensus in the literature, the Biturbo family ensured the survival of the Maserati brand.

History of origin

Maserati badge on a Spyder i 90

The conception of the Biturbo goes back to the Argentine businessman Alejandro de Tomaso , who had been running a name-bearing manufacturer of racing and street sports cars in Modena since 1959 and who at times also had a Formula 1 team . After De Tomaso took over the insolvent sports car manufacturer Maserati in the summer of 1975, he changed the direction of the traditional company. The aim was to establish Maserati as a mass manufacturer. This could only be achieved by lowering prices, which on the one hand required industrial production and on the other hand required the development of new customer groups. The latter was opposed, among other things, by the Italian tax legislation, which in the 1970s and 1980s imposed a sales tax of 38 percent on automobiles with a displacement of 2000 cc and more - this included Maserati's previous eight-cylinder models, while vehicles with a smaller displacement were only 19 Percent were taxed. De Tomaso's concept for Maserati's future accordingly envisaged smaller vehicles with a small cubic capacity and standardized bodies. In terms of dimensions, Maserati was based on the BMW 3 series , the second series (E30) of which was developed around the same time. For technical details, De Tomaso made use of existing components, while other companies in his group were involved in production.

The development of the Biturbo began in the autumn of 1978, and the first prototypes were in test use from the spring of 1980. The Biturbo was introduced to the public on December 14, 1981, the 67th anniversary of the founding of the Maserati company. Delivery was delayed until autumn 1982. The biturbo was initially a success. In 1982 Maserati produced 1888 and 5333 in the following year. However, the reputation of the Biturbo soon suffered due to technical problems and sales leveled off at around 2000 to 3000 units per year. The initial problems, however, permanently damaged the reputation of the biturbo.

construction

All models of the Biturbo family were based on the same basic construction. The engineers responsible were Giordano Casarini, whom De Tomaso had poached from Ferrari , and Aurelio Bertocchi.

body

General

The construction of the Biturbo was designed to be self-supporting . The body was made of steel. Initially, the biturbo was only available as a two-door, four-seater notchback coupé, later sedans and convertibles as well as other coupé versions with short and long wheelbases were added. The body was designed by Pierangelo Andreani , a former Pininfarina designer who had been employed by De Tomaso since the mid-1970s . Andreani based the details on the Maserati Medici concept vehicle designed by Giorgio Giugiaro , which had already influenced the shape of the large Quattroporte III sedan . Some therefore saw similarities between the Biturbo and the Quattroporte, while others thought the Biturbo was a copy of the BMW E30.

The body was manufactured by Innocenti in Milan , a company that has been part of the De Tomaso Group since 1975. The cars were also assembled there. The production was largely done by machine. Only the engines were made in Maserati's main plant in Modena .

Body versions

Two-door coupe: Maserati Biturbo E
On a longer wheelbase: the four-door Maserati 422 sedan

The Biturbo family includes a range of 2 + 2-seater coupés, two-seater convertibles and four-seater sedans with different wheelbases:

  • the two-door notchback coupes were offered with a wheelbase of 2514 mm.
  • The Maserati (Biturbo) Spyder , a two-seater convertible designed by Zagato and also built in the Zagato workshops, was built on a floor pan shortened to 2400 mm wheelbase . On this basis, a two-door coupé called Maserati Karif , which was a Spyder with a permanently welded roof, was also created in small numbers .
  • A floor assembly lengthened to 2,600 mm wheelbase was initially intended for the four-door biturbo sedans . The shape of the sedans followed that of the coupés, but the changed dimensions also required a change in proportions. Ultimately, regardless of the external similarity, no sheet metal part of the sedans was identical to that of the coupés. Between 1986 and 1990 another model, the two-door coupe Maserati 228 , was built on this wheelbase.

In a broader sense, the Maserati Shamal presented at the end of 1989 , the Maserati Ghibli , which was offered from spring 1992, and the Maserati Quattroporte IV launched in spring 1994 also belong to the Biturbo family. In spite of some considerable modifications, they too are essentially based on the technology of the biturbo models.

engine

All vehicles in the Biturbo family were powered by a six-cylinder V-engine that was equipped with two turbochargers . The basic design, which debuted in the biturbo coupé in 1981, remained unchanged until 1997. The extent to which the engine is related to earlier Maserati designs is assessed differently in the literature. According to some sources, the biturbo engine was based on a V6 engine with the in-house designation Tipo AM 114 , which Giulio Alfieri had developed in 1967 for use in the Citroën SM and which Maserati had been using in the Merak mid-engine sports car since 1972 . Other sources consider the twin-turbo six-cylinder to be an independent design that, apart from the same cylinder bank angle, had nothing in common with the AM 114.

Common features

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

The cylinder bank angle of the biturbo engine was 90 degrees. In the original version, each bank of cylinders had an overhead camshaft that was driven by a single toothed belt. Initially there were three valves per cylinder, namely two inlet and one outlet valve. The cylinder surfaces were coated with Nikasil .

Maserati obtained the turbocharger from the Japanese manufacturer IHI . The first models did not have charge air cooling. Only with the introduction of the S version in the summer of 1983 was an air-to-air cooler installed; later biturbo versions received water-air cooling.

2.0 liters

In the original version from 1981, the engine had a displacement of 1996 cm³ (bore × stroke = 82 mm × 63 mm) with a view to Italian tax legislation. The engine was initially available with three valves per cylinder and a register carburetor, but in 1986 it was switched to manifold injection . From 1988 a version with four valves per cylinder was also available; they were only available with manifold injection.

  • In the original version (Tipo AM 452) of the engine, each bank of cylinders had an overhead camshaft that was driven by a single toothed belt. There were two intake valves and one exhaust valve per cylinder. The mixture preparation took place over a carburetor of Weber (type 42 DCNVH). This system was criticized as out of date when it was first introduced. The engine output in the carburettor version was initially 132 kW (179 hp). In 1983 a more powerful S version with 151 kW (205 PS) appeared. The basic version was used in the Maserati Biturbo and the Biturbo 420, the more powerful version in the Biturbo S and 420 S.
  • From 1986 an electronic manifold injection (Weber Multipoint) was available, which was replaced in 1987 by a digital injection system from Magneti Marelli . The output of the base engine, now known as the Tipo AM 470, was 138 kW (188 hp). A little later, the S version also received an intake manifold injection (Tipo AM 471). The output of this variant increased to 162 kW (220 PS). The weaker version of the engine was used in the Biturbo i and 420i, the more powerful in the Biturbo Si and 420 Si and, from 1988, in the 222, 422 and 4.18 models. The manifold injection improved the starting properties at high temperatures and the response behavior at low speeds.
  • In the summer of 1988, a variant of the 2.0-liter engine with four valves per cylinder (Tipo AM 475) appeared. The cylinder head was completely redesigned. Each bank of cylinders now had two overhead camshafts. The camshafts on the exhaust side drove the camshafts on the intake side via timing chains. The engine output increased to 245 hp at 6250 revolutions per minute.

2.5 liters

From 1983 a version enlarged to 2490.9 cm³ was also available (Tipo AM 453). The increase in displacement was achieved by enlarging the bore to 91.6 mm. The engine output in the carburettor version was 136 kW (185 hp). From 1987, the 2.5-liter engine was also available with intake manifold injection (Tipo 472).

2.8 liters

2.8 liter V6 in a Maserati 228

From 1988 the 2.5-liter engine was replaced by a variant enlarged to 2.8 liters. The displacement was 2789 cm³ (bore × stroke = 94 mm × 67 mm). The engine block had larger water channels that improved cooling. Inlet and outlet valves were now the same size. The standard equipment included two intercoolers. was introduced in 1986 in the large Coupé 228, and two years later it was also available in the smaller Coupé. From 1988 it was the standard engine for all export versions of the model family.

  • In the first year of construction, the 2.8-liter engine was still equipped with a register carburetor. The engine output was 188 kW (256 hp). In this version the engine was only used in the 228.
  • From 1987 Maserati installed an electronic injection system (Tipo AM 473). The engine output was 184 kW (250 hp) without and 165 kW (224 hp) with a catalytic converter. The injection version became the standard engine in the 228 as well as in the smaller coupes that were sold in markets outside of Italy. These included the 222 E, 222 SE and 222 SR models as well as the 430 sedan.
  • In 1991 a four-valve version with two overhead camshafts per cylinder bank appeared (Tipo AM 477). The structure of the engine corresponded to that of the smaller 2.24 BC. The engine output was 205 kW (279 hp) at 5500 revolutions per minute, the maximum torque of 431 Nm occurred at 3750 revolutions.

Overview

Engines of the Maserati Biturbo series
engine model
designation Displacement Mixture preparation Valves power Two-door Four-door Cabriolet Special model Remarks
AM 452 1996 cc Carburetor 18th 180 hp (132 kW) Biturbo Biturbo Spyder
205 hp (151 kW) Biturbo S Higher compression version sold as an S model
210 hp (154 kW) Biturbo 420 S
AM 453 2491 cc Carburetor 18th 185 hp (136 kW) Biturbo E
196 hp (144 kW) Biturbo 425 Biturbo Spyder 2500
205 hp (151 kW) Biturbo ES Higher compression version sold as an S model
AM 470 1996 cc Manifold injection 18th 188 hp (138 kW) Biturbo i Biturbo 420 i Biturbo Spyder i
AM 471 1996 cc Manifold injection 18th 220 hp (162 kW) Biturbo Si
222 		Biturbo 420 Si
422
4.18 v 		Spyder i 90
AM 472 2491 cc Manifold injection 18th 195 hp (143 kW) Biturbo iE Biturbo 425 i
AM 473 2790 cc Manifold injection 18th 250 PS (184 kW) (without catalyst)
225 PS (165 kW) (with catalyst) 		222 E
222 SE
222 SR 		430
430 New Look 		Spyder 2800
Spyder iE 90
Spyder Nuova 2.8 		228
carif
AM 475 1996 cc Manifold injection 24 245 hp (180 kW) 2.24 v
2.24 v II 		4.24 v
4.24 v II 		Spyder Nuova
AM 477 2790 cc Manifold injection 24 279 hp (205 kW) 222 4v 430 4v
AM 490 1996 cc Manifold injection 24 286 hp (210 kW) Racing Further development of the AM 477

The engines for the Italian market have a dark background.

landing gear

In terms of the chassis, all biturbo variants are similar. The front and rear wheels were suspended individually on all models . At the front and rear, coil springs and hydraulic telescopic shock absorbers were used, at the front as MacPherson struts and at the 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 criticized. 1985 Maserati replaced the previously used differential of Salisbury by a Sensitork-differential, which resulted, according to many drivers to a significant improvement in driving characteristics. In a further developed version, the differential was later called Ranger.

The four-valve models introduced in 1989 received a revised chassis. The shock absorbers supplied by Koni were adjustable from the interior; the driver could choose between four preset settings.

nomenclature

Confusing nomenclature: Maserati 222 SR with two doors and 2.8 liters displacement

The coupés and sedans of the first years of construction were called Biturbo, which referred to the twin-turbo technology of the engine. Initial distinctions were made by adding letters (“E” for export, “i” for injection models and “S” for particularly sporty variants) and combining them with one another. The sedans also had a three-digit code, the first number of which indicated the number of doors, while the following two numbers indicated the displacement in liters (Biturbo 420 and 425).

The considerable technical deficits of the first models meant that the name Biturbo soon fell into disrepute, so that Maserati decided to drop the name from 1988. Instead, the vehicles carried three-digit numerical codes from 1988, the allocation of which did not follow a clear pattern. These unstructured names are a major reason why Maserati's range of models was perceived as confusing or “chaotic”. The only thing that agrees is that all two-door models have a 2 as the first digit, while all four-door models have a 4. On some models, the other digits document the displacement (228, 420, 425), but this is mostly not the case. The 222 does not have a 2.2-liter engine, but only a 2.0-liter displacement. In his case, the 222 stands for two doors, two liters displacement, second series. In some models, the second and third digits instead designate the number of valves, although Maserati limited this approach to the four-valve models available from 1989 - the only exception is the 4.18 v - but structurally followed different ways of implementation within this group. For the Italian models, reference was made to the total number of valves (4.18 v, 2.24 v, 4.24 v), while for the export models, the number of valves per cylinder was decisive (222 4v, 430 4v). In the case of individual Biturbo descendants, the assignment of the name cannot be conclusively explained. This applies in particular to the export coupé 222 E, for which, given its 2.8-liter engine, the explanatory model used for the Italian 222 does not apply, as well as to the four-door export sedan 430, which did not have a 3.0-liter engine. Maserati took another different approach with the Spyder, which was given inconsistently structured additions, and with special models that were given a name rather than a numerical code (Karif, Shamal and Racing).

The individual models

By combining different body and engine variants, Maserati created a model family in 16 years that consisted of around 30 individual types. A distinction is made between the vehicles for the Italian market and the export models. Maserati offered a basic version of the coupé and an enhanced version for both market areas. When an advanced generation of engines became available, the previous sports version became the base model, and the new generation took on the role of the more powerful model. This process was repeated several times in both the Italian and international models. Some of the newly developed variants received a special name affix, but some also received a completely new name. This gave the impression of an extraordinary variety of models.

Coupés with a regular wheelbase

Models for the Italian market

Maserati Biturbo (1981)
Maserati 2.24v (1990)

For the Italian market, Maserati offered a range of coupés that had a 2.0 liter six-cylinder V-engine with two turbochargers.

On December 14, 1981, the Maserati Biturbo was presented to the public. It was the basic model of the entire Biturbo family. It was a two-door notchback coupé and had a 132 kW (179 hp) engine. In April 1983, Maserati added a more powerful Biturbo S version with 205 hp (151 kW) to the basic model . In both versions the engine had three valves per cylinder and a register carburetor. From 1986 an injection version called Biturbo i (138 kW / 188 PS) was available; the 162 kW (220 PS) sports version was called the Biturbo Si .

In the 1988 model year, Maserati gave up the model name Biturbo. Instead, the 222 series was introduced. The Maserati 222 was now the base vehicle for the Italian market. It was largely identical in construction to the previous Biturbo and adopted the 220 HP (162 kW) three-valve engine from the previous Biturbo Si as the standard motorization. A few months later, Maserati added the Maserati 2.24 v to the 222, which had an engine with a newly designed four-valve head and two overhead camshafts. The 245 hp (180 kW) car was considered the sports version of the 222 and took the market position of the previous Biturbo Si. The regular 222 was discontinued in 1990; after that the 2.24 v was the base model in the Maserati range. In 1991, the 2.24 v was replaced by a more powerful model: the Maserati Racing , which had 285 hp (210 kW), took on the role of the top model. production of the 2.24 v and racing came to an end in 1993. The successor was the Ghibli , which used a further developed version of the racing engine on the Italian market.

Export models

Maserati Biturbo E (1985)
Maserati 222 SR (1991)

The development of the biturbo vehicles for non-Italian markets ran largely parallel to the Italian models. However, the model names sometimes differ from one another.

The first export model was the Maserati Biturbo E, which was presented in December 1983. Like the biturbo for the Italian market, it had a six-cylinder V-engine with three valves per cylinder and a register carburetor. However, the displacement was 2.5 liters. The engine output was 185 hp (136 kW). In April 1984 Maserati added a sport version to the Biturbo E, which was called Biturbo ES and, like the Biturbo for the Italian market, had an engine output of 151 kW (205 hp). At the end of 1986 the 2.5-liter engine also received manifold injection ; the model was now called Biturbo iE. The output increased to 143 kW (194 hp). A little later, the sports version of the export model with an injection engine was also offered. The Biturbo ES became the Biturbo Si 2500. Both injection models were rarely sold.

Parallel to the Italian model, Maserati gave up the name Biturbo in 1988 for vehicles for international markets. The export version of the 222 was called 222 E . The vehicle was now equipped with a 2.8 liter six-cylinder engine with manifold injection and three valves per cylinder. The engine output was 225 hp (165 kW) with and 248 hp (182 kW) without a catalytic converter. Maserati did not initially offer a performance-enhanced model in the export area. In 1990 the Maserati 222 SE appeared as a special model, which took on the sporty look of the four-valve model 2.24 v, but retained the conventional drive technology of the 222 E with three valves per cylinder and an output of 165 kW (224 hp). The same applies to the Maserati 222 SR , which replaced the 222 SE after just one year.

It was not until 1991 that Maserati finally presented a four-valve version of the 2.8-liter export engine. It developed 279 hp (205 kW). The model called 222 4v complemented the 222 SR.

Overview

model Construction year Engine type Displacement power annotation number of pieces
Biturbo 1981-1985 AM 452 1996 cc 180 hp (132 kW) 9206 including Biturbo II
Biturbo E 1983-1985 AM 453 2491 cc 185 hp (136 kW) 4577 including Biturbo E II 2.5
Biturbo S 1983-1986 AM 452 1996 cc 205 hp (151 kW) Performance-enhanced version of the biturbo 1038 including Biturbo S II
Biturbo ES 1984-1985 AM 453 2491 cc 205 hp (151 kW) Sport version of the Biturbo E 1480 including Biturbo ES II
Biturbo II 1985-1987 AM 452 1996 cc 180 hp (132 kW) Revised version of the Biturbo
Biturbo S II 1985-1986 AM 453 1996 cc 210 hp (154 kW) Revised version of the Biturbo S
Biturbo E II 1985-1987 AM 453 2491 cc 185 hp (136 kW) Revised version of the Biturbo S 2.5
Biturbo ES II 1984-1985 AM 453 2491 cc 205 hp (151 kW) Performance-enhanced version of the Biturbo E
Biturbo i 1986-1990 AM 470 1996 cc 188 hp (138 kW) Successor to the Biturbo II 683
Biturbo Si 1986-1988 AM 471 1996 cc 220 hp (162 kW) Successor to the Biturbo S II 992
Biturbo Si Black 1986-1988 AM 471 1996 cc 220 hp (162 kW) Special version of the Biturbo Si 450
Biturbo iE 1986-1987 AM 472 2491 cc 196 hp (144 kW) 430
222 1988-1990 AM 471 1996 cc 220 hp (162 kW) Successor to the Biturbo i 1156
2.24v. 1988-1992 AM 475 1996 cc 245 hp (180 kW) Successor to the Biturbo Si 1147
222 E. 1988-1990 AM 473 2790 cc 250 PS (184 kW) Successor to the Biturbo iE 722
1988-1993 225 hp (165 kW) catalyst
222 SE 1990-1991 AM 473 2790 cc 250 PS (184 kW) Parallel model to the 222 E. 210
1990-1991 225 hp (165 kW) Catalyst in USA
222 SR 1991-1993 AM 473 2790 cc 225 hp (165 kW) Successor to the 222 SE
2.24v. II 1991-1993 AM 475 1996 cc 240 hp (177 kW) Visually revised successor to 2.24 BC 254
222 4v. 1991-1994 AM 477 2790 cc 279 hp (205 kW) Performance-enhanced version of the 222 E. 130
Racing 1991-1992 AM 490 1996 cc 286 hp (210 kW) Performance-enhanced version of 2.24 v 230

The models for the Italian market have a dark background.

Limousines

Two years after the two-door coupé, Maserati presented a four-door version of the biturbo, which was based on a technically comparable platform but with a longer wheelbase. Over the years, there have also been a large number of drive variants for sedans, which were developed in parallel to the coupés on the Italian market. However, the engine variants of the export models were less versatile.

Export models

Maserati 430 (1989)
With Shamal optics: Maserati 430 "New Look" and 430 4v

The first four-door sedan with biturbo technology was the Maserati Biturbo 425 presented on December 14, 1983 . It was powered by the 2.5-liter engine also used in the Biturbo E, which was fitted with a register carburetor and developed 144 kW (196 hp). The top speed was 215 km / h. Unlike the Italian models, Maserati did not offer a performance-enhanced S version for the 425, so a four-door version of the Biturbo ES was not on sale. When Maserati switched the biturbo engines to manifold injection , the company also introduced a four-door version with the 2.5 liter engine. The 425i was mainly sold in the United States.

In 1987 the Maserati 430 replaced the 425i. Like the Coupé 222 E intended for export, it was equipped with the 2.8-liter engine with manifold injection and three valves per cylinder. The designation 430 is misleading insofar as it - unlike before and unlike the Italian versions - does not refer to the size of the displacement. The 430 was the four-door parallel model to the 222 E. The engine output was initially 184 kW (250 hp) without and 165 kW (224 hp) with a catalytic converter. The 430 received a facelift in both the front and the rear, which essentially took up the design of the Coupé versions 222 and 222 E. The interior was also changed. So the instrument cluster was now rounded and no longer angular. The seats have also been redesigned. In 1991 there was another stylistic revision. Like the coupés, the sedan now also received the light units and attachments of the Shamal. The revised car was called the 430 New Look and remained in the range until 1994.

The four-valve version of the export sedans appeared, parallel to the export coupes, with a three-year delay compared to the Italian vehicles. The vehicle called 430 4v was introduced in 1991. Right from the start, it had the look of the 430 New Look, borrowed from the Shamal. It was the four-door counterpart to the 222 4v. With its 205 kW (279 hp) engine, the car reached a top speed of more than 255 km / h. Brand watchers consider the 430 4v, of which only 291 were produced, to be the most sophisticated model in the entire biturbo family.

Models for the Italian market

Maserati Biturbo 420i (1986)

Unlike the coupes, the sedans with the smaller 2.0-liter engine appeared later than the export model.

In the spring of 1985 Maserati initially pushed the simple two-liter version of the four-door model with a register carburetor and low compression for the Italian market. The engine developed 136 kW (185 hp). Technically, the car called the Maserati Biturbo 420 was identical to the 425. Standard were Missoni -Velourspolster, leather was available at extra cost. Shortly afterwards, the sporty S version appeared with the 151 kW (205 hp) two-liter engine. In parallel with the Coupé Biturbo S, the chassis was designed a little tighter. All chrome parts black anodized and there were two Naca air intakes in the bonnet.

Analogous to the coupé, new engines with manifold injection were installed in the four-door from the end of 1986 . In the basic model Biturbo 420 i the engine developed 138 kW (188 HP), in the more powerful Biturbo 420 Si the engine output was 162 kW (220 HP). The 420i and 420 Si remained in the range until the end of 1987.

In 1988 the Maserati 422 appeared as the successor to the 420i . It was the four-door parallel model of the Coupé 222. The 422 took over the stylistic changes of the 222. As there, the 163 kW (222 hp) engine of the previous S model became the standard engine. After three years, Maserati provided him with the 4.18 v , which was almost identical to the 422 from the outside and technically, but was equipped with an anti-lock braking system as standard . From 4.18 BC to 1992 only 77 copies were made. In April 1990, the 4.24v finally appeared as a sporty version of the 422 , which took over the technical and visual characteristics of the two-door 2.24v. So it had the 180 kW (245 hp) Tipo AM 475 engine, black anodized trim and side aprons painted in body color.

All versions of the two-liter sedans combined, a total of 6151 four-door models were built for the Italian market between 1985 and 1994.

Spyder

Maserati Biturbo Spyder i
Maserati Biturbo Spyder i

The last member of the Biturbo family was the convertible version, which Maserati baptized the Spyder in autumn 1984. It was the first open Maserati since the Ghibli Spyder Maserati used the American version of the term with "y"; this should expressly address the potential main sales market for the car. The Spyder was a design by the Milan design studio Zagato , which had previously prevailed against the competitor Embo from Turin . The Biturbo Spyder was based on the platform of the Biturbo Coupé. However, Zagato shortened the wheelbase to 2,400 mm. So the Spyder was in fact a pure two-seater; the rear jump seats were not realistically usable. The Spyder made all stylistic changes, but there were sometimes delays in the adaptation. On the drive side, almost all engines were used in the Spyder that were also available for the coupés and sedans. However, Maserati never offered the upgraded S versions; The 2.8 liter four-valve engine (Tipo AM 477) was also not installed in the Spyder. A total of 3,076 Spyder were built, more than half of them for export.

From today's perspective, the Spyder is the most sought-after variant of all biturbo models.

Models for the Italian market

As with the coupés and sedans, Maserati primarily marketed versions with the 2.0-liter engine on the domestic market for the open models. In Italy, the Biturbo Spyder appeared in 1984 with the 180 hp (132 kW) Tipo AM 452 carburettor engine, which was replaced in 1986 by the Biturbo Spyder i with the Tipo AM 470 injection engine. The engine output was initially only 185 hp (136 kW) and was thus well below the 222 base coupé produced at the same time. In autumn 1989, Maserati introduced the Spyder i 90, which now corresponded to the 222 in terms of both looks and technology. Like this one, it now had the 220 hp (162 kW) Am 471 engine. In December 1991, the Spyder Nuova finally appeared, which took over the optics and drive technology of the 2.24 v Coupé. The Spyder was the only open Maserati of the biturbo era to have a four-valve engine (Tipo AM 475). It developed 245 hp (180 kW). With it, the Spyder was over 230 km / h.

Models for the export market

The development of the export models did not run completely parallel. The Biturbo Spyder 2500 introduced in 1985 with a 2.5 liter carburettor engine (Tipo AM 453) was followed in autumn 1987 by the injection version Biturbo Spyder i 2500 with 195 hp (143 kW) (Tipo AM 472), which only lasted about a year Program was. As early as 1988, the successor, the Spyder 2800, appeared, which, like all export models in the Biturbo series, had the 2.8-liter Tipo AM 473 injection engine. This engine, which developed 225 hp (165 kW) with a catalytic converter and without 250 hp (184 kW), remained the sole engine of the open export models until the Spyder was discontinued. Unlike the models for the Italian market, Maserati did not introduce a version with a four-valve engine (Tipo AM 477) in the export Spyder. The remaining changes were limited to visual adjustments. Outwardly, the Spyder iE 90 corresponded to the Italian Spyder i 90, and the Spyder Nuova 2.8 was identical to the Spyder Nuova of the Italian range.

Special models

While the coupés and sedans of the Biturbo family were produced in large series, Maserati developed some small-series versions based on them, which were characterized by special bodies, independent engines or a combination of both.

228

Maserati 228

The first special version was the 228 (later: 228 i) presented in 1985, with which Maserati wanted to position the Biturbo family in the luxury class. The two-door coupé used the long wheelbase of the four-door sedans and had an independent, emphatically luxurious-looking body by Pierangelo Andreani. Maserati tried to position the car against BMW's 6 Series Coupe, particularly in the US market . There were stylistic similarities between the two models, especially in the area of ​​the front indicators. The attempt failed. The car did not sell well in either the US or the European market; In its six-year production period, only 469 vehicles were built. In the 228, the large six-cylinder V-engine with 2.8 liter displacement (Tipo AM 473) made its debut, which powered all export models of the biturbo family from 1988 onwards.

Karif

Maserati Karif

Another special version of the Biturbo family, which in contrast to the 228 was decidedly sporty, was the Maserati Karif. It was a 2 + 2-seater coupé that was based on the short wheelbase of the Spyder, the body of which was used and a permanently welded hardtop roof. Maserati used the most powerful engine of the biturbo series at the time, the 2.8 liter six-cylinder V-engine, which with a catalytic converter developed 225 hp (165 kW) and without a catalytic converter to 248 hp (182 kW). Like the Spyder, the Karif was also created at Zagato in Milan. The car combined very high performance (242 km / h; acceleration from 0 to 100 km / h in 6.8 seconds) with the luxurious equipment typical of the Biturbo series. The Karif was presented in 1988; it remained in Maserati's program until 1992. Around 220 copies were made during this time.

Shamal

Maserati Shamal

The Biturbo family also includes the Shamal Coupé, presented in 1989, which represented a link between the Biturbo of the 1980s and Maserati's models of the following decade. Like the Karif that it was supposed to replace, the Shamal used the short chassis of the Biturbo Spyder and also adopted most of the Biturbo chassis technology. The engine, however, was completely redesigned. It was a 3.2 liter eight-cylinder V-engine with two turbochargers, which developed 326 hp (240 kW). A further development of this engine powered the Maserati 3200 GT and the four-door sedan Quattroporte IV from 1998 . The body of the Shamal was still based on the structure of the first biturbo coupé, but Marcello Gandini had revised it in many details. Maserati adopted the design language of the Shamal from 1990 for a few other models. This applies initially to the front light units, which combined round and square headlights, and to the wind deflector above the windshield wipers. These elements were gradually introduced in all models of the Biturbo family from 1991. A distinct feature of the Shamal were the strongly flared front and rear fenders. They were also found in the new Ghibli from 1992. The Shamal remained in the program until 1995. A total of 369 vehicles were built.

The biturbo family on the classic market

Discontinued Maserati Biturbo S

The vehicles of the Biturbo family are considered to be underestimated on the vintage and classic car market. Well-preserved sedans and coupés will be traded at prices between 10,000 and 15,000 euros in 2017; Restoration objects cost around 5000 euros. The two-door versions generally reach slightly higher prices. The most popular models are the Spyder, which cost more than 20,000 euros in very good condition. The highest prices were achieved by the Shamal and Karif models, which were only produced in three-digit numbers. In 2017 they cost more than 30,000 euros.

The maintenance and state of preservation is essential to determine the price. Over the years, the increasingly cheaper used Biturbos often passed through many hands, with the respective users often not performing the necessary maintenance for cost reasons. Many biturbo coupes and sedans were ultimately shut down before major repairs were carried out. In 2017, prices in the three-digit euro range were sometimes paid for unrestored biturbo cars.

literature

  • Martin Buckley: Maserati. Italian luxury and flair . Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 .
  • Gianni Cancellieri et al. (Ed.): Maserati. Catalog raisonné 1926–2003. Automobilia, Milan 2003, ISBN 88-7960-151-2 .
  • Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 .
  • David Sparrow, Iain Ayre: Maserati Heritage (= Osprey Classic Marques. ). Osprey Automotive, London 1995, ISBN 1-85532-441-5 .
  • Maurizio Tabucchi: Maserati. All Grand Prix, Sports and GT vehicles from 1926 until today. Heel, Königswinter 2004, ISBN 3-89880-211-6 .

Web links

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

Individual evidence

  1. ↑ a b Klaus Finkenburg: Maserati Biturbo model check . In: Motor Klassik Kaufratgeber Italienische Klassiker, 2017, p. 146.
  2. ↑ a b c d Description of the Maserati Biturbo on the website www.maserati-alfieri.co.uk (accessed on August 27, 2017).
  3. ↑ Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 60.
  4. ^ A b c Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1 , p. 235.
  5. ↑ a b c d e f Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 62.
  6. ↑ Brief portrait of Pierangelo Andreanis (accessed on August 27, 2017).
  7. ^ A b c d Martin Buckley: Maserati. Italian luxury and flair. Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 , p. 136.
  8. ^ Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1 , p. 234.
  9. ^ Martin Buckley: Maserati. Italian luxury and flair. Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 , p. 139.
  10. ↑ a b Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 64.
  11. ^ Martin Buckley: Maserati. Italian luxury and flair. Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 , p. 137.
  12. ↑ a b c d Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 65.
  13. ↑ Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 63.
  14. ↑ Auto Motor und Sport, issue 24/1983 from November 30, 1983.
  15. ^ Klaus Finkenburg: Maserati Biturbo model check . In: Motor Klassik Kaufratgeber Italienische Klassiker, 2017, p. 147.
  16. ^ Klaus Finkenburg: Maserati Biturbo model check . In: Motor Klassik Kaufratgeber Italienische Klassiker, 2017, p. 145.
  17. ^ Martin Buckley: Maserati. Italian luxury and flair. Heel Verlag, Königswinter 2012. ISBN 978-3-86852-633-2 , p. 143.
  18. ^ Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1 , p. 245.
  19. ^ Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1 , p. 239.
  20. ↑ a b Hans-Karl Lange: Maserati. The other Italian sports car. Zsolnay, Vienna 1993, ISBN 3-552-05102-3 , p. 68.
  21. ^ A b Gianni Cancellieri: Maserati. All the cars. Giorgio Nada Editore, Vimodrone 2015, ISBN 978-88-7911-609-1 , p. 240.
  22. ^ Klaus Finkenburg: Maserati Biturbo model check . In: Motor Klassik Kaufratgeber Italienische Klassiker, 2017, p. 146.
  23. ^ Klaus Finkenburg: Maserati Biturbo model check . In: Motor Klassik Kaufratgeber Italienische Klassiker, 2017, p. 147.