By Wallace Alfred Wyss
In the late 1970s, Alejandro de Tomaso came to America to find out what kind of car Americans want. He had been building the Pantera since 1971 (continuing even after 1974 when Ford ceased importing it to the U.S.) and had bought Maserati, yet he wasn’t sure what kind of car Americans really desired.
It was by happenstance he dropped by Dick Guldstrand’s shop and Guldstrand invited me over to talk to Alejandro about what I thought he needed to build. I mentioned the BMW 2002 to the Italian car builder and told him what a great car it was in its time. He left and not long after I heard about the Maserati Bi-turbo.
De Tomaso had bought Maserati from Citroen in 1975. That marriage—Citroen and Maserati—had been a disaster; de Tomaso was only glad to pick up the pieces when the French decamped. It is said that he bought it for the price of one Maserati mag wheel, using government money, since the Italian government wanted to see workers continuing to be employed.
By 1978, de Tomaso had running prototypes of his new small car. The production model of the Maserati Biturbo was introduced in 1981 as a two-door, four-seater notchback coupé featuring a two-liter V-6 engine with twin turbochargers and a luxurious interior. The design was attributed to Pierangelo Andreani, an engineer from the de Tomaso team, and basically imitates the Quattroporte III, a much larger car done by Guigiaro at Ital Design.
Export versions came initially with a 2.5 liter V6, but after 1989 the engine was enlarged to 2.8 in Italy. Because of a huge tax on cars over two liters, a two-liter high-performance version was also offered. The engine was a little jewel—aluminum block, aluminum heads, a 90-degree single cam per bank descended from the Maserati Merak two liter engine, which some say goes back to a Formula 1 engine designed by Giulio Alfieri, the legendary engine designer.
The carbureted 2.5 liter V6 cranked out 185 hp and 208 lb·ft of torque in North American spec and slightly more elsewhere. Fuel injection was fitted in 1987 raising power to 187 hp. In 1989 the 2.8 engine took a big leap to 225 hp and 246 lb·ft of torque for North America and to 250 hp for Europe.
Even in its first form the car was fast, doing 0 to 60 mph in under 7 seconds. Its top speed was limited only by its tall shape to around 125 mph.
The car was introduced to America as a 1984 model by British Motor Car Distributors. Although they had adequate parts and service, the car had more than a few problems. Before these became widely known they brought out a Spyder version with coachwork by Carrozzeria Zagato, which had a beautiful interior, with lots of wood veneer stretching from one end of the dash to the other and a Cartier clock (by far the most reliable mechanical device on the car.)
I remember one owner of my acquaintance, Filipo Pola, who was at first enthusiastic about his Spyder, but it seems like every time he went out in the car it broke down. The town’s tow truck driver, seeing him coming, would follow, waiting to be summoned. Finally Pola, furious at the unreliable fuel pump, called de Tomaso in person and told him to spend a couple more bucks and buy a fuel pump that worked. De Tomaso was, as per his style, resistant to outside suggestions. Other problems cited in road tests include improper carburetor float levels causing the engines to stumble during left turns, pickup wires in the distributors cracking from the heat, fluids leaking from faulty seals throughout the drivetrain, fuse boxes melting, and coolant temperature warning lights coming on even when the engines weren’t yet over-heating. Add clutches and timing-belt tensioners to the long list of bits that needed redesign early on. Road and Track tried to mollify the critics, saying in 1990: “It’s amazing a small company like Maserati with no experience in volume production fared as well as it did with the Biturbo. In fact, while the Biturbo’s failings were always annoying, they were usually not serious. And nearly all the car’s bugs were eventually worked out with upgraded parts. … Most notable of all, our experts wholeheartedly agree that the basic Biturbo engine — the block, pistons, etc. — is virtually indestructible.” Maybe R&T didn’t want to lose the ad money.
The Bi-Turbo could be a blast to drive but it was unpredictable. Despite the use of two small turbos to combat turbo lag, it lagged anyway and then when the turbos would finally kick in, it would be so violent that at the same time that you were thrilled by the kick in the rear, you couldn’t help wondering when a piston would exit the block.
The Bi-Turbo problems so soured Maserati sales that the company departed from the U.S. after the 1991 model year, only to return in 2002 with new owners in Italy and the new coupe and Spyder, at last with reliable cars.
Roughly 40,000 Bi-Turbos were sold worldwide. Some were even prepared for races, in venues like the British Touring Car Championship, but they were unsuccessful and received no factory help.
Always happiest creating new models, de Tomaso was a sort of Wizard of Oz behind the curtain creating dazzling products. He was not so interested in the tedious refinement of products once they were out in the field. And America is admittedly a daunting place to sell (or warranty) cars. Consider that a single car might go from the 40-below of Minnesota in winter to the 122 in the shade of Twenty Nine Palms in the summer.
In the last few years of the Bi-Turbo variations, deTomaso seemed to go into hyper-gear, creating half a dozen variations, some of which looked far different than the original car, and whose specifications were mouthwatering, even if you suspected not all the mechanical problems had been licked. Among the follow-up models were the four-door 420/425 and 4.24v, the Karif, the 228 and 2.24v, the Maserati Racing and the later Shamal and Ghibli II.
One can see by the name Ghibli that de Tomaso was not above reactivating a name from Maserati’s past to hype a new model that didn’t look anything like its famous predecessor. They eventually dropped the Bi-Turbo name, hoping the bad reputation engendered by its mention would die with that name’s withdrawal from the U.S. but the Spyder, 228 coupe and 430 sedan were not sufficiently promoted to save Maserati sales in the U.S. It was a sinking ship and the crew was seen running for the lifeboats.
The last models shipped to America were not all made to U.S. spec. and there are reports in Automotive News of dealers here and there having their stock of Maseratis confiscated for being non-conforming.
The real irony of the Bi-Turbo was that it is the car that saved Maserati, because it sold in volume whereas none of their previous cars could be considered volume sellers. The Bi-Turbo kept Maserati alive until a proper rescuer could be identified and secured. The result of de Tomaso’s efforts was that Maserati was a much more delectable entity for an investor; being in that a running company with a sales network is more desirable than trying to revive a dead marque’s name. When Fiat bought it in 1993 they were able to keep it going until they could roll out all new models bearing the Maserati trident.
De Tomaso was right in choosing to make a small car; but his arrogance toward criticism of his cars and failure to act quickly to make them right almost doomed his efforts. Still, Maserati fans worldwide have to thank him for saving their favorite marque. (de Tomaso was a Maserati enthusiast himself and owned some significant historical Maserati race cars, which were sold after his death).
What impact does this checkered history have on Bi-Turbo values today? Well, unless you are a mechanic, make that an Italian car mechanic, and have lots of parts and experience on this marque, we would recommend against it. None, save the Spyder, are worth much in the U.S. models. Over in Europe with the more developed models like the Shamal, it might be different.
And so it is; a great name had to go through hard times to make it to its present state of vitality…
Covindassamy says
I drove a 425 as daily transportation to work for more than six years, it never missed a beat and proved to be very reliable, NEVER went ot the repair shop, so I would challenge the opinion of the writer concerning the Biturbo unreliability. More hearsay and usual Italian car bashing than facts. Possibly the early models, certainly not my 425. And I also disagree concerning the brutal effect of the biturbo. This is absolutely not true. The 425 had a very smooth torque curve and was a dream to drive. Did the writer drive a Biturbo himself? Now, the weakaness of the car was…rust! After the wheel arches started rusting under East coast winter and salt, I decided to sell the car.
Eric Wynn says
I am the second owner of an 84 Biturbo which I bought in 1990 from the original owner complete with all service records. Although I am a mechanic, I found your article to be full of the usual exaggerations. My car has been reliable enough to drive on many, many road trips without issue, and use for many years as my daily driver, as did the original owner. The problems you mentioned were dealt with through updates or proper maintenance. I am still running the original fuel pump and have never had an issue with it, the clutch or belt tensioner.
The Road and Track article you mentioned was essentially a buyers guide for the 84-87 Biturbo models and was absolutely spot on, factually. The drivetrain is bulletproof, remember, this is not a Toyota so regular competent, maintenance is required. Also, Maserati in 1990 rarely advertised, in any publication, including Road and Track.
Your horsepower ratings are for carbureted, non intercooled cars; from 87 on, all were intercooled and 205 hp, top speed is 130 mph plus.
Pete Lewis says
I owned one of the early cars, before fuel injection. After replacing turbos with the later water-cooled design, it was my daily driver for 5 years. Minor problems quickly solved by my factory-trained mechanic.
Would consider another in PRISTINE condition with full records.
Gary Dowling says
As a short term Biturbo owner, the article rings all too true. After replacing the heads on a 50 k mile car, the next was the two turbos. The cost of two turbos was the value of the car, so I donated the car. Having the starter in the vee of the motor under the intake didn’t make my appreciation of the motor design rise.
An Italian car mechanic that I knew who had a Biturbo, upon asking him if he had gotten his car to be reliable, responded by saying that if he could get through a tank of gas without breaking down, he thought he was doing great.
toly arutunoff says
I was a Maserati dealer from ’69 to the mid-’70s. Honestly can’t remember why I dropped it; maybe it had just gone away. But a Maserati rep came by to discuss taking on the line again. Again, I can’t remember what they were offering but I don’t think it was the Biturbo. But they wanted us to take a (comparatively) large number of cars and so after a bit of discussion with my manager we said no. Of course this was the same guy that told me we should drop Ferrari when they wanted us to stock 5 30GT4 cars! My Bad!
Wallace Wyss says
Maybe you kept on top of it more than most owners. About rust: I am from Michigan where the general rule was keep a car no longer than 3 year because by that time the rust pops through to the outside. One time I sold a ’57 Ford convrtible with a huge rust hole covered with Bondo, freshly painted over with a spray can, and when the young man came to buy it, I kept standing in front of that spot hoping the Bondo and spray paint was dry…he bought the car.
Detroit has a salt mine over it so salt for road use is cheap
Alan Leslie says
After owning a Lancia HPE Volumex and a Thema 2000-ie Turbo, I bought a 1987 Maserati Biturbo, one of the last of the carburettor models. The torque was phenomenal, but the reliability was dismal. I replaced two melted fuse boxes – all the negative return current passed through one small push on connector – I eventually replaced it with a 1/4″ bolt. The drive train though was unbreakable, fuel pump problems yes had those also – replaced the fuel pump with one from a Ford truck.
Eventually the myriad collection of rubber hoses began to leak…and by that time I had had enough and got rid of it. But it was an experience, no doubt about it !
ste77 says
In the truth the Maserati was saved by the money of GEPI, a statal Italian corporation found..DeTomaso in that years,was the CEO of Innocenti-Maserati-Benelli-MotoGuzzi…from 1975 to december 1989.
J.Phillip Bandy says
Et Al…
I find it a little inconprehensible that on the onset of the article…it was mentioned of the Citroen/Maserati partnership a “disaster.” Then to describe the “Bi Turbo” and it undboutly “disaster”……Hummm I drive two Citroen SM’s…No I DO NOT want a Bi Turbo…..nuff said…
Ben Erickson says
I have owned two Biturbos (a Ghibli GT and a Shamal – still own the Shamal). I have never encountered any of the issues noted in this article. Reliablity has never been an issue.
I find it amazing that whenever these cars are brought up, it’s always the same song and dance about reliability and quality – which are not an issue – and never about how they drive, the sheer finesse of these cars. The Ghibli GT is one of the smoothest, most refined cars I’ve driven, and I have driven many cars.
By the way, another myth, rumour, lie, etc. is about the clock. It is indeed not by Cartier. It is by Lassale of Switzerland.
pete says
The article does not address the later 425, Ghibli and Shamal models in terms of reliability, only the earlier U.S.market Bi Turbos. Most of the problems inherent with the first cars were resolved as later versions were introduced.
Ed.
Chris says
I was only able to accumulate 225,000 miles on my 84 Biturbo (from new) before some indecisive idiot turned into me at the last minute at an intersection. Those miles represent daily southern CA and L.A. traffic. Often times a daily drive of 200 or more miles. This car was not intended for “sheeple” because like all Italian cars, it is part human and the owner must develop a relationship with it. Aside from updating the mentioned parts under warranty, the most important and understated thing the car demanded was fully synthetic oil. (ie: Mobil 1) This was the single most important measure, that I am convinced, kept it running cool and dependable. Updating the very restrictive catalytic converters (three in all) would easily enable the car to “light up the tires” by flooring it in second gear. Not once did it fail to bring a smile and frown the faces in Mustang Gt’s, Corvettes, 911″s, M3’s, etc. After all is said and done, Maserati, as a very small manufacturer, deserved credit back then for offering an alternative to the typical humdrum mundane of the era. Sure it had it’s quirks but whom of any value doesn’t?
Michael says
It’s a shame that the US did not get the Ghibli II or the Shamal, they are on another level. My ’95 Ghibli has been very reliable, i fitted an aftermarket boost control solenoid, now the boost comes on earlier / stronger (max 16psi), wheelspin in 2nd gear under boost keep you alert!
joe says
My only (brief) encounter with a Biturbo was at a Martin Sports Car Club autocross event in Orlando – probably in the early ’80’s. I had a stock Pantera and saw my first Biturbo there. I swapped vehicles with the owner and we drove off to a close-by deserted perimeter road. Did a rolling start drag race with the 2 cars and then switched cars and did it again. I was just barely able to pull the Maserati with my Pantera. Needless to say, I was impressed with the Masers strength. Oh for a Shamal……………. 🙂 These days, I have to make do with my Car & Driver dual Accord engined ’84 Honda CRX and my massively modified ’69 Corvair-Abarth (tribute).
david says
What that man did with his cars and businesses I feel is amazing. Let give him credit he was the man in the ring and not some corporation like almost all other makes.
His way of life was never compromised. Who else walks away from Ford and continues production on his own. He was a mover and a shaker and hustled his whole life to deliver something from his passion. I would buy most of his cars even today and I wished he was still with us.
MIke says
I have a 4304v and a 420i both have lots of improvements over the early cars. The turbos are Japanese IHI RH5 so similar to what is used on many makes and again no more unreliable than any other turbo. The engines are very cleverly designed and apart from having to check valve clearances and adjust with shims dont give much trouble at all. Every time I drive my cars you cant help but smile they have a presence and easily move ahead of the crowd even when you not trying very hard. I have a shed full of Italian cars they are all quirky but also are very entertaining to drive.. I wouldn’t be without them all ….