MASERATI

Although Maserati already had a more economical alternative to the Bora, the Merak V6, the company’s new president Alejandro De Tomaso thought that a smaller version could boost sales. In particular, the Italian government had introduced a VAT rate of 39% on cars over 2 litres. It was against this backdrop that the Merak 2000 GT was launched. This same strategy would later lead to the Biturbo range. The expensive hydraulic brakes were dropped from all Meraks from 1980 onwards. On the outside, the 2000 GT kept the black grille of the SS between the lights and also had a wide black stripe below the belt line. There was a choice of two colours: light blue metallic and gold. In total, the Merak model went through three variations and the range lasted 12 years; 1,830 cars were sold, including 200 in the 2-litre version, exclusively on the Italian market.

Under the bonnet: Maserati’s ultra-reliable V8. The Kyalami was a kind of transitional model, at a time when the new management was planning the programmes to come. And even in these conditions, the car lived up to the Trident emblem. Unveiled at the Geneva Motor Show in 1976, the Kyalami revived the philosophy of the four-seat, three-volume coupé, interrupted with the last Mexico four years earlier. Its name celebrated the South African racetrack where Pedro Rodriguez had won the 1967 F1 Grand Prix in a Cooper-Maserati T81. The Kyalami was Pietro Frua’s last creation for Maserati, the crowning achievement of a fruitful collaboration that had begun 25 years earlier. The 4.2-litre V8 produced 265 bhp (later reduced to 253 bhp and fitted with a new exhaust system) and reached a top speed of 235 kph. The independent rear suspension on an auxiliary chassis was inherited from the Khamsin. The disc brakes were in-board (installed in the wheel hub).

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.

The best-selling Maserati GT classic: 2,141 produced in 14 years. It was nicknamed the “Italian Rolls-Royce” for its extremely luxurious interior. Designed by Italdesign, it was built by Innocenti of Milan. Launched in November 1976 with the name “4porte”, a 255 (later 246) bhp 4.2-litre V8 engine and a 5-speed manual gearbox. In 1981 it was available exclusively with a 270/282 bhp 4.9-litre V8 engine and a 3-speed automatic gearbox.

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.

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.

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.

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.

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.