The Maserati Biturbo is a family of executive grand tourers produced by Italian automobile manufacturer Maserati between 1981 and 1994. The original Biturbo was a two-door, four-seater notchback coupé (of somewhat smaller dimensions than the BMW 3 Series of the time) featuring, as the name implies, a two-litre V6 engine with two turbochargers and a luxurious interior.
The car was designed by Pierangelo Andreani, Chief of Centro Stile Maserati up to 1981, somewhat influenced by the design of the then recent Quattroporte III (penned by Italdesign Giugiaro).
All Maserati models introduced from the Biturbo's inception in 1981, until 1997, were based on variants of the original Biturbo architecture, including the later grand tourers like the Shamal and Ghibli II, as well as the 1994 fourth generation Quattroporte, which used an evolved and slightly stretched (to 2.65 m / 104.3 in wheelbase) Biturbo Saloon platform.
The Barchetta, while of a different layout entirely, used an ultimate version of the Biturbo V6 engine.
History When Alejandro de Tomaso acquired Maserati in 1976, he had ambitious plans for the marque. His plan was to combine the prestige of the Maserati brand with a sports car that would be more affordable, replacing the higher-priced models that had traditionally made up the Maserati range, such as the Bora and Khamsin which were developed under Citroën ownership.
The Biturbo was initially a strong seller and brought Italian prestige to a wide audience, with sales of about 40,000 units. Sales figures fell in subsequent years, as the Biturbo developed a reputation for poor quality and reliability. De Tomaso used another of his companies, Innocenti, to produce body panels of the car and also to provide final assembly. De Tomaso later sold Maserati to Fiat when he suffered losses, who grouped the company with their erstwhile rival Ferrari.
The Biturbo is ranked number 28 in the BBC book Crap Cars,The crappest car in Britain - named and shamed in Crap Cars, BBC Worldwide, 13 October 2004 and in 2007 it was selected as Time's worst car of 1984, although they ranked the Chrysler TC by Maserati as a "greater ignominy".
The Biturbo competed in the World Touring Car Championship (1987) and the European Touring Car Championship (1988, Marlboro Conquista Team) without any notable success. Until the carburetors were replaced with the fuel injection system, they also had serious overheating problems. The WTCC cars were then raced in Italian touring championships for the next couple of years, while one car was rallied in Group A specs.
The Biturbo was sold in the US from 1981 to 1990, with some leftover Biturbo Spiders being sold as 1991 models. Maserati would leave the US market until 2002's introduction of the Maserati Coupé.
Gandini's first restyling Between 1987 and 1989, a facelift designed by Marcello Gandini was phased in, which helped to soften the sharp bodylines present on the original design. These changes first found their way onto the 1987 430. The redesign included a taller and more rounded grille with mesh grille and bonnet, aerodynamic wing mirrors and 15-inch disc-shaped alloy wheels, now mounted on 5-lug hubs. Some models received the wraparound bumpers with integral foglights and the deep sills introduced with the 2.24v in early 1989. Mechanical upgrades first seen on the 2.24v also began filtering through the Biturbo range in early 1989, including suspension and power steering improvements as well as ventilated front disc brakes.
Gandini's second restyling
In 1991, the entire lineup was restyled for a second time, again by the hand of Marcello Gandini; the design features introduced with the Shamal were spread to the other models. Gandini developed an aerodynamic kit that included a unique spoiler at the base of the windscreen hiding the windshield wipers, a rear spoiler, and side skirts. The new two-element headlights used poly-ellipsoidal projectors developed by Magneti-Marelli. Inset in body-colour housings, they flanked a redesigned grille, slimmer and integrated in the bonnet; the 1988 bumpers were adopted by all models. The 15-inch disc-shaped alloys were replaced by new 16-inch seven-spoke wheels, with a hubcap designed to look like a centerlock nut. The second facelift was referred to as nuovolook.
Specifications
The cars in the Biturbo family were of unibody steel construction, with a conventional layout of front-longitudinally mounted engine and gearbox. Suspension was of the MacPherson strut type upfront and semi-trailing arms at the rear, with coil springs, double-acting dampers and anti-roll bars on both axles. The differential and rear suspension arms were supported by a subframe.
Engines
The Maserati Biturbo was the first production car to use a twin-turbocharged engine. The all-aluminum 90-degree V6, although a new design, was roughly based on the V6 engine used in the Merak. The engine in the Biturbo uses a timing belt to drive the camshafts, whilst the V6 in the Merak and the Citroën SM uses a timing chain. The 2-litre version of the engine featured wet aluminum sleeves coated with Nikasil. Originally, it featured three valves per cylinder; two for intake and one for exhaust. Later in production, some engines in the lineup received new heads with 4 valves per cylinder.
In Italy, new cars with engine displacement over 2,000 cc were subjected to a 38% value added tax, against 19% on smaller displacement cars. Therefore, throughout the Biturbo's production run, two models were made; the two-litre models aimed mainly at the domestic market and "export" versions, initially with a 2.5 L V6 engine and later, a 2.8 L V6 engine. The carbureted 2.5 L engine was rated at and of torque in North American specification and and of torque in European specification.
In 1984 and 1985, the 2.5 L V6 models utilised a single Weber DCNVH carburetor under a smooth aluminum alloy plenum fed by twin IHI turbo chargers (one per bank of cylinders). Maserati, U.S. dealers, and sports car enthusiasts began experimenting with intercoolers for which many variants were fitted and mutually endorsed by Maserati. Intercoolers included air-to-air (two variants: top mounted assembly which was not as efficient as the separate side-mounted versions) and water-to-air intercoolers, all produced by Spearco. In 1986, the 2.5 L V6 models switched to a Weber 34DAT carburetor which was proven to be less efficient and more problematic to maintain than the Weber DCNVH used previously. On initial viewing of the 1986 Biturbo engine bay, the aluminum alloy plenum is finned with a slightly different footprint and the intake manifold was specific for that model. Similar experimentation with intercoolers and placement continued through 1986 models. However, the side-mounted water-to-air intercooler became the standard variant utilised until late 1986 or early 1987 when the intercoolers were placed by the Maserati factory, outside the engine bay located in front of the radiator where they remained throughout the remaining models in the Biturbo family tree.
Fuel injection was fitted in 1987 raising power output to on North American models.
In 1989 the enlarged 2.8 L engine came with an increased power output of and of torque for North America and for Europe.
A 1,996 cc DOHC 36-valve (6 valves per cylinder) V6 engine was developed for the Biturbo but never manufactured.
Engine type Displacement Valvetrain Fuel system Model(s) AM 452 bore stroke 18 valves Carburetor Biturbo, Biturbo S AM 453 bore stroke 18 valves Carburetor Biturbo E AM 470 18 valves Fuel injection Biturbo i AM 471 18 valves Fuel injection Biturbo Si, 222, 4.18v, Spyder AM 472 18 valves Fuel injection Biturbo i 2500 AM 473 bore stroke 18 valves Fuel injection 228, 430, 222 E, Spyder 2800, Karif AM 475 24 valves Fuel injection 2.24v, 4.24v, Spyder III 2.0 AM 477 24 valves Fuel injection 222 4v, 430 4v AM 490 24 valves Fuel injection Racing, Barchetta Stradale
Biturbo coupé (Tipo AM331)
Biturbo
The Biturbo is a two-door 2+2 coupé, introduced in December 1981. It is powered by a twin-turbocharged V6, rated at . The Biturbo name was dropped when the car was significantly redesigned in 1988. After 1994, the two-door coupé was again significantly reworked and became the Ghibli.
In July 1983, Maserati launched the sporty Biturbo S, for the Italian market only. Power was increased by to at 6,500 rpm, courtesy of increased turbo boost and twin intercoolers which fed fresh air by two NACA ducts in the bonnet. The chassis was updated as well with lowered suspension and new, wider 6½Jx14" magnesium alloy wheels were fitted. The S was recognizable by its black mesh grille and the external trim (grille frame, headlight housings, window surround and Maserati badges on the C-pillar) finished in a dark bronze shade instead of chrome. The customer could only choose between two paint schemes: silver or red, both paired to the lower half of the body in contrasting metallic gunmetal grey. In the same year, the 2.5-litre Biturbo 2500 or Biturbo E (for Export) was also introduced, and was joined some twelve months later by the Biturbo ES with power outputs , respectively in European- or catalysed US-specification. In 1985, all models received updates and were renamed Biturbo II, Biturbo S II and Biturbo E II. The cylinders were now Nikasil-coated, a more capacious fuel tank was fitted and a Sensitork limited-slip differential replaced the earlier Salisbury clutch-type. The second series of the Biturbo was recognizable by its new 6"Jx14" wheels similar in design to the Biturbo S wheels; the S II wheels had fully painted faces, without the silver center.
1986 brought a major change: carburation gave way to Weber-Marelli fuel injection, and the Italian market models were now known as the Biturbo i and Biturbo Si. Power outputs increased across the range, albeit at some loss of throttle response. The original square instrument cluster (from 1983 - 1985) was changed in 1986 in favour of a rounded shape instrument cluster. The intercoolers were moved from under the bonnet to a front-mounted position directly behind the grille, making the NACA ducts on the Si's bonnet merely decorative.
In 1986, a special edition of the Si called the Biturbo Si Black was introduced, whose main feature was a black on metallic grey paint scheme.105 units were made until 1988. Performance was the same as for the regular Si. In 1987, Maserati launched the final car to wear the Biturbo badge, the U.S only 2.5 litre export market model Biturbo (E) Si Black. with black on metallic grey paint scheme and special interior trim. Only a total of 25 cars were known to have been produced for the U.S. market.
222 In May 1988, with the models receiving a facelift, the Biturbo name was dropped in favour of 222—meaning two-door, two-litre engine and second generation. The car carried all the visual clues of Gandini's signature design language, with a more rounded grille and bonnet as on the 430, different wing mirrors and a rear spoiler. The 222 premiered at the 1988 Turin Auto Show. The engine size of the 222 E export model grew from the Biturbo's 2.5-litre to 2.8-litres. A mixed velour-leather interior was standard on the domestic models, while export markets got leather upholstery as standard.
1990 saw the arrival of the 2.8 L 222 SE, heir to the Biturbo ES. It inherited the latter's limited paint finish availability (red, silver or black) and the dark trim and grille, while modern aprons and side skirts (blacked out as well) came from the 2.24v.
After just a year, the 222 SE was replaced by the restyled 222 SR; the SR offered adaptive suspension as an option. Simultaneously the very similar 222 4v. joined the lineup; it was a 222 SR with a 2.8 L four-valve engine, the first car to incorporate a DOHC engine in the direct Biturbo E lineage. It featured wider, 16-inch, 7-spoke alloy wheels.
2.24v