The Maserati 2.24v marks a new stage in the Biturbo saga. Having dropped the name since the 222, as if to start afresh, the ‘224’ is more than just an evolution reserved exclusively for the Italian market. It was a real milestone model, introducing a large number of new features that would also be found on the Ghibli II. Among the most visible were the new rocker panels and a second exhaust system embedded in the new bumpers. Gone are the days when fog lamps were simply added under the headlamps; on the 224, they are well integrated into the bodywork. The first Biturbo S models were distinguished from the others by their small rear spoiler. Now that this distinction has disappeared, all the models have this accessory on their rear trunks. Except that here, it’s complemented by a rather imposing spoiler. As with the rest of the Biturbo range, in 1991 the 2.24V model underwent a redesign that mainly affected the front end, with new headlights, bumper, grille, mirrors, wheels and aerodynamic spoiler at the base of the windscreen. From a mechanical point of view, power has been slightly reduced (- 5 bhp) due to the use of a catalytic converter.

With the Karif, Maserati is returning to a tradition that began with the Mistral and was put aside when the Biturbo came out: wind names, with the Karif (or Kharif) blowing across the Gulf of Aden. To understand what the Karif is, it’s not complicated: just imagine a reinforced Spyder hull to which a steel hard-top has been welded. The overall shape is that of the 222 E, with twin tailpipes and four square headlamps. Two small seats were available at the rear, allowing it to be homologated as a four-seater, but Maserati’s sales literature rightly referred to it as a ‘berlinetta’. The interior of the 222 was not a complete success and Maserati understood this by keeping only the good parts and improving the others.

In 1990, the Maserati 222 E (E for Export) took advantage of the cosmetic changes made to the 2.24v to become the 222 SE (SE for Sport Export). A new body kit seriously modernised the lines. The fog lamps are finally integrated into the bumper, as are the two exhaust pipes. The 2.8 V6 remained unchanged, with a catalysed version reducing power from 250 to 225 bhp appearing in some markets. After the Sport Export, it was the turn of the ‘Special Racing’ to be offered in 1991. For Maserati, these were two equivalent models. The name SR refers to the Racing model that came out shortly before, but on closer inspection it displays a number of quirks that only Maserati knew the secret of. It is a mix of the 2.24v phase 2 (new front lights, new grille and reworked aerodynamics), solid 15-inch wheels from phase 1 and 222 SE, and finally, the good old retained ZF gearbox is in place of the Getrag. Note that the 222 E is a 225 hp model, as are the catalytic versions of the 222 SE and SR.

Introduced in 1988 at the Turin Motor Show to replace the Biturbo, the 222 was redesigned by Gandini with a rounded nose, new rear-view mirrors and a rear spoiler. All these modifications contributed to improving the car’s aerodynamics. 222 indicates the 2-door body style, 2-litre displacement and 2nd stage of the Biturbo evolution. The interior materials were a mixture of velvet fabric, leather and wood trim. Seat ergonomics had been revised, and leather seats were available as an option. Included in the basic specification were air conditioning and central locking. The rear boot lid can be opened electrically via a switch on the dashboard, while the classic Maserati central clock now has its own lighting.

Although the archaic Quattroporte mk3 will remain in the catalogue for a few more years, and then only in certain markets, the Biturbo lacks an extra class if it is to move up to the very top end of the range. Not just in terms of cubic capacity, but also in terms of size. The Mercedes SEC (W126), BMW 6 Series, de Tomaso Longchamp and Maserati Kyalami coupés are not in the same league as the Biturbo. With the 228 coupé, de Tomaso will attempt to fill a gap in the Maserati catalogue with an attractive technical and stylistic patchwork. The 228 is a kind of anti-Karif, because while the latter was based on the short wheelbase of the Spyder, the 228 coupé, which was intended to be plush and luxurious, was based on the saloon. The surface was softer, but the lines, designed by Pierangelo Andreani, were still very close to those of its younger sister. The 228 was intended to be the heir to the Kyalami or the 3500 GT. The interior was quite luxurious, with leather and wood. The 2.8-litre engine produced 250 bhp, reduced to 225 bhp in the catalytic converter version, but still with excellent torque.

When Maserati introduced Weber-Marelli fuel injection to the Biturbo in 1986, the more powerful Biturbo S received the same treatment, and was presented at the end of the traditional annual press conference on 14 December. Nicknamed the Si Biturbo, the 2-litre version for the Italian market boasted 220 bhp, while the catalytic export version was rated at 188 bhp, despite its larger displacement of 2.5 litres. The twin intercoolers were now mounted at the front of the engine. The colours available in the catalogue are red, bronze or black, with a grey lower body and a discreet spoiler at the rear. The interior featured a revised seat configuration with leather trim. Power steering was optional.

The Biturbo i features Weber-Marelli fuel injection, which improves emissions, performance and driving pleasure compared with the twin-carburettor Weber Biturbo version. Sequential multipoint injection and ignition were electronically controlled, with the engine running on constant overboost. Introduced in autumn 1986, the car differed from the carburettor version in its wheels and oval dashboard with the famous clock at the top of the centre console. It was produced until July 1990, when a total of 683 units were sold.

The Maserati Biturbo has been constantly evolving, making it difficult to keep track of all its changes. The first was the S (1983-1985), presented in Rome on 23 July 1983 and distinguished by its two-tone paintwork and seats designed by Missoni in Jacquard fabric. Its suspension was lowered, its Pirelli P7 tyres were wider and its 2-litre V6 was increased to 205 bhp thanks to the air/air exchanger, a significant increase in power. The ES (for Export) version was offered in 1984, still with a 2.5 but with only 196 bhp because it was catalysed for the US market. The second series of the S Biturbo was introduced in 1985, with a few minor updates, and became known as the Biturbo S II. A slight increase in power (+5bhp) improved acceleration figures, while the larger fuel tank (80L) allowed for greater range.

De Tomaso, the new owner of Maserati, wanted to modernise the range with an affordable coupé. The ambition to appeal to a broad customer base with an unusual selling price for Maserati had to go hand in hand with a low-tax engine. In Italy, therefore, a ‘small’ engine was needed (less than 2 litres of displacement because of the tax rules) so as not to penalise the attractive purchase price. A ‘small’ engine compensated for by 2 IHI turbos, a first for the time on a production model. The Biturbo E (for Export) for other countries appeared in 1983 with a more torquey 185 bhp 2.5 engine. The second series of Maserati Biturbo, the Biturbo II, arrived in July 1985 and concerned both the Italian and export versions. The differences with the first were the adoption of a Sensitork limited-slip differential instead of the Salisbury, a larger fuel tank (80 litres) and a Nigusil cylinder liner. It offers greater resistance to temperature rises and reduced oil consumption. Externally, the Biturbo II is distinguished by its new 14-inch wheels. The powertrains remain unchanged.

A right-hand drive version of the Kyalami was added to the range in the same year. The Kyalami’s clientele preferred understated elegance and favoured comfort for long journeys. The ride was smooth; the interiors were luxurious with Connoly leather on the seats, suede on the dashboard and thick carpets for the finishing touch. Of the 200 Kyalamis produced, 25 were fitted with a Borg-Warner 3-speed automatic gearbox. The model was produced until 1983. After that date, the V8 coupé left the Maserati range, returning in 1990 in the form of the Shamal.