Maserati Biturbo

Maserati Biturbo
Overview
Manufacturer	Maserati
Production	1981–1994
Assembly	Maserati, Modena, Italy Zagato, Terrazzano di Rho, Italy (Spyder)
Designer	Pierangelo Andreani Marcello Gandini (1988 and 1991 facelifts) Zagato (Spyder)
Body and chassis
Class	Sports / Luxury / GT
Body style	2-door 2+2 coupé 4-door 4-seat sedan 2-door 2-seat cabriolet
Powertrain
Engine	2.0 L twin-turbo 90° V6 petrol 2.5 L twin-turbo 90° V6 petrol 2.8 L twin-turbo 90° V6 petrol
Transmission	5-speed ZF manual 3-speed automatic 4-speed ZF automatic
Dimensions
Wheelbase	2,514 mm (99.0 in) (coupé) 2,600 mm (102.4 in) (saloon) 2,400 mm (94.5 in) (Spyder)
Length	415 cm (163.4 in) (coupé) 440 cm (173.2 in) (saloon) 404 cm (159.1 in) (Spyder)
Width	171 cm (67.3 in) (coupé, Spyder) 173 cm (68.1 in) (saloon)
Height	131 cm (51.6 in) (coupé, Spyder) 136 cm (53.5 in) (saloon)
Chronology
Successor	Ghibli and Quattroporte IV

The Maserati Biturbo was a family of luxury sports cars, saloons and grand tourers produced by 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, an engineer from the De Tomaso team, somewhat influenced by the design of the recent Quattroporte III (Italdesign Giugiaro).

All Maserati models introduced from the Biturbo's inception in 1981 until 1997 were based on the original Biturbo architecture. Among them the coupés as the 2.24v. and the Racing, saloons as the 420, 425 and 430, the convertible Spyder, the Karif, the 228, the later grand tourers like Shamal and Ghibli II, as well as the Maserati Barchetta which 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 than the earlier high-priced models that had traditionally made up the Maserati range. In fact, Maserati ceased making supercars like the ones developed under Citroën ownership altogether, like the Bora and Khamsin.

Maserati Biturbo (North America)

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. De Tomaso also used another of his companies, Innocenti, to produce Biturbo body panels and also to provide final assembly of Biturbos. De Tomaso later sold Maserati to Fiat, who grouped the company with their erstwhile rival Ferrari.

The Biturbo is number 28 in the BBC book of "Crap Cars" and in 2007 was selected as Time Magazine's worst car of 1984, although they ranked the Chrysler TC by Maserati as a "greater ignominy".

The Biturbo competed unsuccessfully in the British Touring Car Championship in the late 1980s, the European Touring Car Championship and the World Touring Car Championship (1987).

Gandini's first restyling

Between 1987-89 a facelift was phased in, which helped to soften the sharp bodylines. The redesign included a taller and more rounded grille with mesh grille and bonnet, aerodynamic wing mirrors and 15" 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.

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, the Shamal's designer, 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 poliellypsoidal 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" disc-shaped alloys were replaced by new 16" seven-spoke wheels, with a hubcap designed to look like a centerlock nut.

Specifications

The cars in the Biturbo family were of monocoque steel construction, with a conventional layout of front-longitudinally mounted engine and gearbox. Suspension was of the McPherson strut type upfront and subframe-mounted semi-trailing arms at the rear, with anti-roll bars on both axles.

Engines

The Maserati Biturbo was the first ever production car with a twin-turbocharged engine. The aluminium 90-degree SOHC V6 engine was roughly based on the 2.0 L Merak engine, itself based on earlier V8 Formula One Maserati engines, designed by Giulio Alfieri (1924–2002). The 2-litre version featured wet aluminium sleeves coated with Nikasil. The last street version featured over 150 hp/litre and 140 ft⋅lbf (190 N⋅m)/litre torque.

In Italy new cars with engine displacement over 2000 cc were subjected to a 38% value added tax, against 19% on smaller displacement cars. Therefore throughout the Biturbo production life there were both two-litre models aimed mainly at the domestic market and "export" versions, initially with a 2.5 L V6. The carbureted 2.5 L engine produced 185 hp (138 kW) and 208 lb⋅ft (282 N⋅m) of torque in North American spec and slightly more elsewhere. Fuel injection was fitted in 1987 raising power to 187 hp (139 kW). In 1989 the enlarged 2.8 L engine bumped power to 225 hp (168 kW) and 246 lb⋅ft (334 N⋅m) of torque for North America and 250 PS (184 kW) for Europe.

A V6 1996 cc DOHC 36-valve (6 valves per cylinder) engine was developed but never manufactured.

Engine type	Displacement	Valvetrain	Fuel system	Model(s)
AM 452	1,995 cc	18 valves	Carburetor	Biturbo, Biturbo S
AM 453	2,491 cc	18 valves	Carburetor	Biturbo E
AM 470	1,995 cc	18 valves	Fuel injection	Biturbo i
AM 471	1,995 cc	18 valves	Fuel injection	Biturbo Si, 222, 4.18v., Spyder
AM 472	2,491 cc	18 valves	Fuel injection	Biturbo i 2500
AM 473	2,790 cc	18 valves	Fuel injection	430, 222 SR, Spyder III 2800, Karif
AM 475	1,995 cc	24 valves	Fuel injection	2.24v., 4.24v., Spyder III 2.0
AM 490	1,996 cc	24 valves	Fuel injection	Racing, Barchetta Stradale
AM 495	1,996 cc	24 valves	Fuel injection	Ghibli 2.0
AM 496	1,996 cc	24 valves	Fuel injection	Ghibli Cup
AM 477	2,790 cc	24 valves	Fuel injection	222 4v., 430 4v., Ghibli 2.8
AM 501	1,996 cc	24 valves	Fuel injection	Barchetta Corsa

The coupés (Tipo AM331)

Biturbo

An early Biturbo, showing the first design of alloy wheels.

Maserati Biturbo S

The Biturbo proper was a two-door 2+2 coupé, introduced in December 1981. It was powered by a twin-turbo V6, producing 180 to 205 PS (132 to 151 kW). The Biturbo name disappeared when the car was significantly redesigned in 1988. After 1994 the two-door car was again significantly reworked and became the Ghibli.

In July 1983 Maserati launched the sporting Biturbo S, for the Italian market only. Power was up 25 PS to 205 PS (151 kW) at 6500 rpm, thanks to increased turbo boost and twin intercoolers fed by two NACA ducts in the bonnet fed fresh air to the intercooler). The chassis was updated too with lowered suspension and new, wider 6½Jx14" magnesium alloy wheels, painted gunmetal grey with silver center and lip. 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) rendered 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. That same year the 2.5 L Biturbo 2500 or Biturbo E (for Export) was also introduced, and was joined some twelve months later by the Biturbo ES with 205 or 196 PS (151 or 144 kW) (respectively in European- or catalysed US-specification). Again in 1984 the original square instrument cluster was changed to a more rounded one. 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 type one. The second series Biturbo was recognizable by its new 6"Jx14" wheels similar in design to the Biturbo S's; the S II wheels had fully painted faces, without the silver center.

US-specification Biturbo E

1986 brought a major change: carburation was replaced with Weber-Marelli fuel injection, and the domestic models became the Biturbo i and Biturbo Si. Power increased across the range, albeit at some loss of throttle response. 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 an Italy-only special edition of the Si called the Biturbo Si Black arrived, whose main feature was of course a black on metallic grey livery. 105 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 2.5 litre export market "S" model Biturbo E Si.

222

In 1988, with the coupés being restyled, the Biturbo name was dropped in favor of 222 - meaning 2-door, 2-litre engine and 2nd generation. The car carried all the visual clues of Gandini's first facelift, with a more rounded grille and bonnet, different wing mirrors and rear spoiler. The engine size of the 222 E export model grew from the Biturbo's 2.5 to 2.8 litres. A mixed velour-leather interior was standard on the domestic models, while export markets got leather trimmings as standard.

1994 Maserati 222 SR

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 black 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 1991-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 DOHC car in the direct Biturbo lineage. It used the wider, 16" 7-spoke wheels.

2.24v.

In December 1988 Maserati unveiled the pinnacle of the two-litre line: the 2.24v., powered by the new four-valve head engine. The 2.24v. debuted the more modern wraparound front and rear fascias with integrated foglights, and deep side skirts. It was also distinguished by the 14" disc shaped alloy wheels, black grille and trim treatment, rear deck spoiler and lower body two-tone paint. The bonnet was adorned by two reversed NACA ducts to extract hot air from the engine bay, as on the Karif.

In 1991 Gandini's restyling transformed the 2.24v. into the 2.24v. II. The new series cars was fitted with a catalytic converter, and got Meccanica Attiva suspension on all four wheels as standard. By 1993 production ceased.

Racing

A 1991 Racing at Magny-Cours

The Maserati Racing (Tipo 331) was a more sporting variant of the 2.24v. with a higher power output, and was meant as an intermediate model underneath the more aggressive Shamal. It was first revealed to the press in December 1990, and built from 1991 to 1992 in only in 230 copies for the Italian market only. Later, several units could be found exported across Europe (France, Sweden, Denmark, Germany and the Netherlands); limited documentation was available, which made homologation in some countries (still) a huge administrative challenge.

Maserati Racing engine

In the chassis the lowered, electronic KONI shock absorbers allowed to adjust damping on four settings, allowing for comfort or road handling at the flick of a switch. This is combined with a manual five-speed gearbox from Getrag and a limited slip differential "Ranger" from Maserati but suspected to use Quaife technology. The choice of colour of the Racing was limited to red or black. Inside, the only change was the paneling, painted dark grey (carbon fiber grey) instead of being wood trimmed.

Combined with new settings on the two engine controllers from Magneti-Marelli, in charge of the ignition, the fuel injection and the turbo boost management, this allowed the power to increase to 283 hp (211 kW; 287 PS) at 6250 rpm with a specific output 142 hp/l. The torque is 37.3 kg⋅m (365.8 N⋅m; 269.8 lb⋅ft) already at 3500 rpm, peaking at 38.1 kg⋅m (373.6 N⋅m; 275.6 lb⋅ft) at 4250 rpm. This engine is coded AM 490 in the Maserati engine reference book. The engine has been made compatible with lead-free gasoline. Induction consists of two IHI water-cooled turbos with two air-to-air intercoolers. Changes from the 2.24v's engine include a new, lighter crankshaft, new exhaust valves (sodium filled for improved heat dissipation), new combustion chambers, new lighter conrods, new lighter forged aluminium pistons, and new IHI turbochargers.

• Max. speed: 256 km/h (159 mph)
• 0–100 km/h (0–62 mph): 5.9 s.
• 0–1,000 m (0.00–0.62 mi): 25.60 s.

Versions and engines

Model	Years	Engine	Displacement	Power	Fuel system	Notes	Units
Biturbo	1981–85	V6 OHC	1996 cc	180 hp	Carburetor	Italy only	9206
Biturbo E	1983–85	V6 OHC	2491 cc	185 hp	Carburetor		4577
Biturbo S	1983–86	V6 OHC	1996 cc	205 hp	Carburetor	Italy only	1038
Biturbo ES	1984–85	V6 OHC	2491 cc	205 hp	Carburetor		1480
Biturbo II	1985–87	V6 OHC	1996 cc	180 hp	Carburetor	Italy only	(Biturbo)
Biturbo S 2.5	1984–88	V6 OHC	2491 cc	196 hp	Carburetor	Catalysator	(Biturbo ES)
Biturbo E II 2.5	1985–87	V6 OHC	2491 cc	185 hp	Carburetor	Catalysator	(Biturbo E)
Biturbo S II	1985–86	V6 OHC	1996 cc	210 hp	Carburetor	Italy only	(Biturbo S)
Biturbo i	1986–90	V6 OHC	1996 cc	188 hp	Fuel injection	Italy only	683
Biturbo Si	1986–88	V6 OHC	1996 cc	220 hp	Fuel injection	Italy only	992
Biturbo Si Black	1986–88	V6 OHC	1996 cc	220 hp	Fuel injection	Italy only	450
Biturbo Si 2.5	1987–91	V6 OHC	2491 cc	188 hp	Fuel injection	Catalysator	430
2.24v.	1988–92	V6 DOHC	1996 cc	245 hp	Fuel injection	Italy only	1147
222	1988–90	V6 OHC	1996 cc	220 hp	Fuel injection	Catalysator, Italy only	1156
222 E	1988–90	V6 OHC	2790 cc	250 hp	Fuel injection		722
	1988–93	V6 OHC	2790 cc	225 hp	Fuel injection	Catalysator
222 SE	1990–91	V6 OHC	2790 cc	250 hp	Fuel injection		210
	1990–91	V6 OHC	2790 cc	225 hp	Fuel injection	Catalytic converter in US (225 bhp)
2.24v. II	1991–93	V6 DOHC	1996 cc	240 hp	Fuel injection	Catalysator, Italy only	254
222 SR	1991–93	V6 OHC	2790 cc	225 hp	Fuel injection	Catalysator	(222 SE)
222 4v.	1991–94	V6 DOHC	2790 cc	279 hp	Fuel injection	Catalysator	130
Racing	1991–92	V6 DOHC	1996 cc	285 hp	Fuel injection		230

The saloons (Tipo AM332)

Two years after the Biturbo's introduction a four-door version was unveiled. The saloon sat on longer wheelbase - 2.6 metres (100 in) - and had a more pronounced rear overhang. While keeping a family feeling with the rest of lineup, only the nose and bonnet were shared between the equivalent two- and four-door models; all the bodywork from the A-pillar back is specific to the saloons. The weight penalty for the saloon is about 100 kg (220 lb). Most of the four-door Biturbos have slightly less power than their two-door counterparts, due to the different routing of the exhaust system.

420 and 425

Maserati 425

The first four-door Biturbo introduced was the 425 (1983–86), equipped with the "export" 2.5 litre engine. In 1984 the 425 (along with the two-door models) received a new dashboard. Two years later a two-litre version of the 425, the 420 (1985–86), was added for the domestic market, together with the more powerful 420 S. The 420 S sported improved handling, the twin intercooled engine and the same aesthetic accoutrements of the Biturbo S: dark finish trim, two-tone paint, two-tone wheels and NACA ducts on the bonnet, delivering fresh air to the intercoolers.

Like their two-door siblings in 1986 the saloons were updated with the Weber fuel injection, thus spawning the 425 i (1986–89), 420 i (1985-87) and 420 Si (1985–87). The latter featured a somewhat more restrained styling than its predecessor.

430

A Maserati 430.

In 1986 Maserati topped the saloon lineup with the high-performance 430 (1986–94). The 430 was powered by the fuel injected 2.8 L V6, and was distinguished by 15" 5-lug disc alloys and a more rounded grille and hood, that later found their way to the rest of the lineup with the first 1988 facelift. 1991 saw the introduction of the Gandini-restyled 430 4v. (1991–94), powered by the latest 24-valve engine – as the "4v." suffix implied. The 430 received the facelift as well and remained on sale alongside its four-valve sister.

422

As the Biturbos were replaced by the 222s, the 420s gave way to the 422 (1988–92). The 422 was basically a 420 Si with the 1988 restyled grille, wing mirrors and wheels.

4.24v.

The 1990–92 4.24v. was the four-door companion of the 2.24v.. This new subfamily of the Biturbos paired Maserati's state-of-the-art four-valve 2.0 L V6 with the new Meccanica Attiva suspension. The 4.24v. also adopted all of the exterior trappings of the 2.24v., including black trim and grille, black deep side skirts and a small spoiler on the boot.

In 1991 the 4.24v. was subjected to the restyling alongside the rest of the range, becoming the 4.24v. II (1991–93). Catalytic converters meant power was down a little in comparison with the first series.

4.18v.

This Italian-market only model was launched in December 1990. It was very similar to the 422, but used the three-valve per cylinder heads. With 77 examples made it is the rarest in the entire Biturbo family.

Versions and engines

Model	Years	Engine	Displacement	Power	Fuel system	Notes	Units
425	1983–89	V6 OHC	2491 cc	200 hp	Carburetor		2372
425i	1987–89	V6 OHC	2491 cc	188 hp	Fuel injection	Catalysator	(425)
420	1985–86	V6 OHC	1996 cc	180 hp	Carburetor	Italy only	2810
420i	1986–88	V6 OHC	1996 cc	185 hp	Fuel injection		1124
420 S	1985–87	V6 OHC	1996 cc	205 hp	Carburetor	Italy only	254
420 Si	1986–88	V6 OHC	1996 cc	210 hp	Fuel injection		524
430	1987–94	V6 OHC	2790 cc	225 hp	Fuel injection	Catalysator	995
422	1988–92	V6 OHC	1996 cc	220 hp	Fuel injection	Catalysator	978
4.18v.	1990–92	V6 OHC	1996 cc	220 hp	Fuel injection	Catalysator	77
4.24v.	1990–92	V6 DOHC	1996 cc	245 hp	Fuel injection	Italy only	384
4.24v. II	1991–93	V6 DOHC	1996 cc	240 hp	Fuel injection	Catalysator	490
430 4v.	1991–93	V6 DOHC	2790 cc	279 hp	Fuel injection	Catalysator	291

The spyders (Tipo AM333)

1987 US-specification Spyder

The convertible Biturbo was designed and assembled by Zagato in Milan. It was Zagato's first work for Maserati since the A6G/2000 of thirty years earlier. Carrozzeria Embo was first commissioned to develop a four-seater cabriolet version of the Biturbo, but their proposal never made it to production.

The Spyder was built on a 2.4 metres (94 in) wheelbase, some 12 centimetres (4.7 in) shorter than the coupé's. Still, since it is a strict two-seater with folding rear seats, the luggage space is larger than in the original Biturbo. It was on this short chassis that the sporty hardtop Karif was later developed. Overall 3,076 were built over a ten-year period, setting a production record for Maserati Spyders.

The first Spyder was launched at the Turin Motor Show in 1984. It was offered both with the two litre and two-and-a-half litre "export" engine. Two years later fuel injection arrived on the Spyder i. 297 were made in 2.0 L and 122 in 2.5 L form.

Maserati Spyder i '90

In 1989 the Spyder was facelifted as model year 1990, known as Spyder i 1990 (or '90). The car received the full 1988 Gandini treatment, one year after the other models: rounded grille, fuller bumpers, aerodynamic wing mirrors and 15" wheels on five-lug hubs. As on the rest of the Biturbos the export engine grew to displace 2.8 L. A four-speed automatic transmission was available on request.

The third series, or Spyder III, was introduced in 1991 in occasion of Gandini's second facelift that renewed the entire range. This included the new bonnet and grille, ellypsoidal headlights in body-colour housings, a spoiler at the base of the windscreen, deeper body-colour sills and 16" seven-spoke wheels. Spyder IIIs were fitted with Maserati's Ranger limited slip differential Whereas the 2.0 L third series Spyder received 24-valve engines, 2.8 L cars still used 18-valves, thus remaineing the only 2.8 L Biturbo model to never get a 4-valve head upgrade.

Maserati Spyder III

Versions and engines

Model	Years	Engine	Displacement	Power	Fuel system	Notes	Units
Spyder	1984–88	V6 OHC	1,996 cc	180 hp	Carburetor	Italy only	276
Spyder 2500	1984–88	V6 OHC	2,491 cc	192 hp	Carburetor	Catalysator	1,049
Spyder i	1986–88	V6 OHC	1,996 cc	185 hp	Fuel injection		297
Spyder i 2500	1988–89	V6 OHC	2,491 cc	188 hp	Fuel injection	Catalysator	(Spyder 2.5)
Spyder i 1990	1989–91	V6 OHC	1,996 cc	220 hp	Fuel injection	Catalysator, Italy only	122
Spyder i 1990	1989–91	V6 OHC	2,790 cc	250 hp	Fuel injection		603
	1989–91	V6 OHC	2,790 cc	225 hp	Fuel injection	Catalysator
Spyder III	1991–94	V6 DOHC	1,996 cc	245 hp	Fuel injection	Italy only	309
	1991–94	V6 DOHC	1,996 cc	240 hp	Fuel injection	Catalysator, Italy only	200
Spyder III 2800	1991–94	V6 OHC	2,790 cc	225 hp	Fuel injection	Catalysator	220

228

Maserati 228
Overview
Also called	Maserati 228i
Production	1986–1992
Designer	Pierangelo Andreani
Body and chassis
Class	Grand tourer
Body style	2-door, 5-seat coupé
Powertrain
Engine	2.8 L twin-turbo V6 petrol
Transmission	5-speed ZF manual 4-speed automatic
Dimensions
Wheelbase	2,600 mm (102.4 in)
Length	4,460 mm (175.6 in)
Width	1,865 mm (73.4 in)
Height	1,330 mm (52.4 in)
Kerb weight	1,240 kg (2,734 lb) (dry)
Chronology
Predecessor	Maserati Kyalami
Successor	Maserati Ghibli

The Maserati 228 (Tipo AM334) was a two-door, 5-seater GT coupé based on the Biturbo chassis. It was conceived to fill the void left in the Maserati range by the departed Kyalami, and was therefore aimed at the same market of the large GTs of the past like the 3500 GT and Mexico. To accomplish this it was based on the longer wheelbase chassis (2.6 m) of the four-door Biturbos, and mounted the bigger 2.8 litre V6 in four-valve configuration (hence the name 228 – 2-door, 2.8 L engine). The notchback coupé bodywork was styled by Pierangelo Andreani, and was larger and longer than the two-door Biturbos, with no common body panels; the interior was also more luxuriously appointed than in the usual two-door cars. The 228 was introduced at the 1986 Turin Motor Show, while its 4-valve prototype was shown back in December 1984. 469 examples of the 228 were built from 1986 to 1992.

Versions and engines

Model	Years	Engine	Displacement	Power	Fuel system	Notes	Units
228	1986–92	V6 OHC	2790 cc	250 bhp (186 kW)	Fuel injection		469
				225 bhp (168 kW)		Catalysator

Karif

Maserati Karif
Overview
Manufacturer	Maserati
Production	1988–1993

Main article: Maserati Karif

The Karif was an hardtop, 2-seat berlinetta based on the short Spyder chassis. It was fitted with the most powerful 2.8 L V6.

Pairing the agile short wheelbase with a stiffer, enclosed body, it was the fastest and most exclusive coupé in Maserati lineup at the time.

Reputation

The Biturbo has been renowned as being one of the "worst" models that Maserati ever made. Craftsmanship on a new assembly line system suffered. Plagued by an overloaded electrical system, gremlins in a complicated system ensured a short future. Jeremy Clarkson destroyed a Biturbo on Top Gear Season 6 Episode 2.

External links

• Official Maserati Heritage Biturbo pages
• Grassroots Motorsports magazine Biturbo Buyers Guide