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Text and Photos by Francis G. Mandarano or courtesy of the MIE Collection.

On December 14, 1981, precisely 67 years after Alfieri Maserati founded the Maserati Company in Bologna, Signor De Tomaso introduced the long-awaited Maserati for the masses. The Biturbo (pronounced Bee-turbo) had a V6 twin-turbocharged 2.5-liter engine with a single Weber carburetor driving through a ZF transmission. The Biturbo is about the size of a BMW 320i, and has many features borrowed from the BMW including the front and rear suspension and steering. There the resemblance ends, for the interior is very luxurious. Cars destined for the US had leather seat faces and matching Naugahyde to cover the rest of the interior. Very nice, very Italian. The first Biturbos were introduced to the USA in 1984. Incidentally, issue number 51 of Viale Ciro Menotti (click here for the Back Issue Index to order) contains an excellent Biturbo owner's survey, including good points, bad points, and how the owners feel about their Biturbos. For 1986 a four-door Biturbo was added to the line -- number the 425: 'four' for four doors, and 'two-five' for 2.5-liter. Also in 1986, a stylish spyder by Zagato was added to the line, available with automatic transmission only and a blue convertible top. For 1987, fuel injection was added, which turned the car into a completely different animal.

After the spyder came the Biturbo E model, the first of several variants, to which West Coast distributor Kjell Qvale added Spearco intercoolers and other accessories. Approximately 250 E models were sold. The next cars we saw in the US were the 425 I, the Biturbo Si, and the spyder. All three were fuel-injected, but basically the same car as before. In 1987, we got the 430, the new spyder and the 228. The 430 was a 425 with new sheet metal, the engine enlarged to 2.8 liters, quad exhaust, 15-inch wheels, twin air-to-air intercoolers and a lovely new interior. The new 1988 spyder also got the 2.8-liter engine as well as all of the above features. The 228, built on the 430 chassis, was wider and stouter with softer lines. It also came equipped with the quad-exhaust, 2.8-liter engine, air-to-air intercoolers, 15-inch wheels, etc. Only 97 228s were imported into the US, and at $57,000 they were not big sellers.

Of all the Biturbo variants, the 228 has the best prospect of becoming a collector car. In fact, all the Biturbos built after 1988 have extremely high quality built in. When shopping for a Biturbo, be sure to consider the later cars first. For a few extra thousand dollars in upfront cost, they are vastly superior in build-quality, appointments and freedom from design faults.

What to look for in purchasing a Biturbo? Be sure to drive it to test the clutch. If you have time, disconnect the high-pressure hose from the turbos to the carburetor plenum. If you find oil deposits inside, chances are the turbo's ready to fail. With the engine idling, remove the oil cap from the left- and then the right-hand cam covers, and look in with a flashlight. If you see plenty of oil splashing around, everything is OK. However, if you find there isn't much oil splashing around, it's a sign the bronze oil filters are clogged with coke deposits. This restricts the oil flow to the cams, causing them to seize, bending valves, and breaking the timing belt. These faults are repairable, but recognizing them ahead of time will prevent disaster and will give you bargaining leverage.

During you test drive, shift to second gear and floor the throttle. If, while the tachometer passes the 5000 mark, the boost needle is up well into the yellow, the car is performing as it should. If the boost needle doesn't get to the yellow, the car is not boosting correctly and needs service. Is the Biturbo collectible? Probably not. Is it a lot of fun? Absolutely! You get a big bang for the buck.

1984 Biturbo Engine All parts were bead blasted, except for the main block. This block was cleaned with about a dozen cans of brake cleaner, wire brush and dental pick, then painted. The engine was sprayed with 500°F paint. The exhaust manifold with 1200°F paint and was pre-baked. James Barnett Sierra Vista, Arizona
	1985 Biturbo In Bozeman, Montana during a blizzard that I got caught in, traveling from North Dakota to Nevada. Cliff Latshaw Pahrump, Nevada
	1992 Biturbo Spyder Carrosserie par Zagato. Version V6 2800 cc 18 valves. First registration October 1992. Second owner (since 94). Photo taken on the wedding day of my daughter. J.C. Salard France
	1994 Biturbo Spyder The car was actually registered the first time in 1997 - the dealer that imported it had a loooong discussion with the local customs authority and ended up being unable to pay it out. The car only has some 11.000 km on the clock. Arild Braathen Oslo, Norway
	1987 Biturbo SI Andre Kluiters Vlaardingen, Netherlands
	1985 Biturbo Israel Lopez Bayamon, Puerto Rico
	1987 Biturbo Zagato Spyder i. BBS Wheels Scott Chester Brooklyn, NY
	1987 Biturbos David Lemieux with silver Biturbo, Dr. Norman Markley with red Biturbo. David Lemieux Hamden, Connecticut Dr. Norman Markley W. Hartford, Connecticut
	Biturbo Spyder Bjarne Larsson Modena, Italy