MASERATI

Launched in December 1986, this Quattroporte III ‘Royale’ is the ultimate top-of-the-range version of this behemoth from Maserati’s De Tomaso era. It was also the last Maserati to be fitted with the classic V8 engine from the 5000 GT. For this grand-luxe version, Maserati revised the engine’s power output to 300 bhp, which enabled the Royale to reach 230 km/h despite weighing 2 tonnes. On the outside, there were few changes from the Quattroporte III. These include slightly rounded edges to soften the lines, a new exhaust system, specific gills, new colours and a Royale logo on the rear boot. The already flamboyant interior (which, incidentally, inspired the Biturbo generation) also saw its finish move upmarket, with different colours such as ivory, black and cream. The rear doors also feature folding shelves. The dashboard has also been slightly modified, including the famous Maserati watch. Last but not least, the most notable changes include the adoption of an electric sunroof and a Sensitrok differential.

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.

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.

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.

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.

Named after a hot wind from the Mesopotamian desert, the Shamal marked a radical evolution in the Biturbo family tree. The car is based on the lines of the Maserati Biturbo designed by Marcello Gandini. The front of the car differs in its headlamps: twin headlamps (one round and one rectangular), a prominent front spoiler with integrated fog lamps and a small black grille with the Maserati trident at its centre. A typical feature of Gandini’s design is the asymmetrical shape of the bodywork for the rear wheel. The high central part of the roof acts as a roll bar and is always black in colour. The interior features front and rear bucket leather seats. However, the rear seats offer little legroom. The dashboard is fairly classic, as it was in the 1980s.

The Racing was revealed to the press in December 1990 and was introduced to the market already in March of the following year. It was essentially a variant of the 2.24v. with high power, and was designed as an intermediate model under the more aggressive Shamal. The Trident engineers had sought to obtain high torque even at low revs (37.3 mkg at 3500 rpm), and coupled the engine to a new Getrag gearbox. The suspension was also modified, with the adoption of an active electronic control system with 4 damping adjustment positions. Despite the Racing moniker, Maserati has chosen to keep the interior very refined rather than spartan. The usual mix of wood and leather has been retained, as has the climate control system. In just two years of existence, 230 cars were assembled and are now among the most sought-after after models in the Biturbo range.

The Ghibli II is ready for release. In order to clear stocks and continue to make news, Maserati decided to graft the 24-valve V6 destined for export onto its Biturbo. Externally, the 222 4v was no more and no less than a rebadged Maserati Racing. The differences are limited to the number of colours available, as with the Racing model the choice was limited to red and black. The 222 4v, on the other hand, comes in a full range of colours. The more observant may notice that there are a few black models with smoked rear lights, as on the Racing and Shamal. Unfortunately, no-one is able to confirm whether all the black 222 4vs had this feature or whether these were personal modifications.

There was also an ‘Export’ version, powered by the 2.8 litre engine. Based on the 222 4v and 430 4v, it was less powerful but more torquey than the Italian block. It’s not a new feature, but one that has existed since the Biturbo’s inception. The reason is simple: to make each engine more interesting. Yes, not only is the little tyke slightly more powerful, but above all, it is much more aggressive at the revs. It grips 7,000 rpm like a politician gripping a ministerial post. Those accustomed to big engines or torquey fuel oils will prefer the 2790 cm3 for its outpouring of Nm from idle. From 1994 onwards, the Serie II benefited from a number of new features. There were telescopic arms at the rear for better handling when exiting bends. But the main change was the introduction of ABS, until then reserved for the extremely rare 4.18v saloon. It should be noted that a GT version appeared at the end of the production run, benefiting from the latest developments in special wheels and an axle taken from the 456.