Miguel Sánchez
From its beginnings prior to World War II, it narrates the financial history of Maserati It has been complex to say the least. Full of bankruptcies and situations at the accounting limit such as that of the Maserati Biturbo, it has seen the departure of its founders, the appearance of characters as vigorous and extravagant as Alejandro De Tomaso or its absorption by the massive Citroën and Fiat. In short, a transalpine soap opera on par with The Confessions of an Italian or The Leopard.
However, in a way that is at least unusual, the house of the trident has survived to this day, preserving all the charm that made it famous in relation to its series models. In fact, its current range is not bad at all, with several really attractive designs under which a multitude of parts shared with Ferrari are hidden. As the Argentinian would say Ramiro Diz “You can't be cooler.”
Likewise, for the peace of mind of the accounting department we do not only find the Quattroporte, the GT or the MC20 with a mid-rear engine. They are also available two SUVs with which to cover the broad sector of wealthy people without scruples or conscience. A soulless market but, at the end of the day, lucrative and necessary, as Porsche saw with its already veteran Cayenne.
Anyway, in motorsport there are things that are inexplicable from engineering but understandable from psychology or political science. Otherwise, it would be very complex to justify such masses weighing more than two tons on a design board. Having said that the mix of diverse charms, respect for its legacy and diversified range has led to great commercial expansion for Maserati even in the United States.
A question to take into account because his presence there was never entirely successful. It's more, y entre 1991 2002 She remained officially retired from it to, only very little by little, reach the success interpreted today.
MASERATI BITURBO, A TEMPORARY END ON THE AMERICAN SCENE
After the turbulent seventies - with the effects of the Oil Crisis and the abandonment by Citroën - Maserati reached the eighties with the need to make cash. For this, its director Alejandro De Tomaso He devised a series of extremely sporty models although, at the same time, capable of filling the gap located just below Ferrari.
Under this context, the Italian company launched models with V6 engines in a central-rear position such as the Bora or the Merak; endowed with an absolutely seductive line and, at the same time, a certain -certain- practicality For the day to day as if they were a kind of 911. In addition, the Quattroporte III tried to maintain its type compared to the Mercedes sedans belonging to the high range.
An interesting panorama although, truly, it could be improved. Yes, how. Well, in this sense Maserati decided to try its luck opening its range in the lower area thus presenting the Biturbo in 1981. Characterized by the use of mechanics derived from those fitted to the Merak, it provided great practicality thanks to an exquisite cabin full of comforts in its four seats.
Furthermore, two years later the 420 appeared as a sedan option for the Birturbo in order to be one step below the imposing Quattroporte. And if this were not enough, the range was completed in 1984 with the appearance of the seductive Spider.
In short, a perfect panoply of reasons to take over the American market by making the Italian touch available to a broader market. However, that was not what finally ended up happening. And it is that underhood was what, without a doubt, was the most powerful reason for the Biturbo as well as its biggest problem.
THE PRICE OF BEING THE FIRST IN SOMETHING
If anything defined the XNUMXs on a mechanical level, it was the massive use of turbochargers. In fact, even brands as attached to naturally aspirated engines as Ferrari ended up incorporating these elements. even on the iconic 40 F1987. All this without leaving aside what happened in F1 and, of course, the field of compact and family sports cars mass-produced by Renault and other generalist companies.
A trend to which Maserati was not only unaffected but, in fact, pioneered by incorporating two turbochargers for the first time in a large series automobile. Obviously, we are talking about the Biturbo with its 180 HP at 6.000 rpm with carburetion and 18 valves in its two-liter V6 block.
Furthermore, in order to adapt to certain regulations - especially regarding catalysts - the Italian company prepared a version for export with 2.5 liters and 192 HP at 5.500 rpm. More powerful although, of course, with less nerve in its response. In sum, everything was ready to succeed in the United States since, as if all this were not enough, the adjustment of the suspensions ensured easy handling even for those less skilled in sports driving.
From here on, the Maserati Biturbo experienced a constant performance escalation with new versions every so often. It's more, In 1988 fuel injection became common to the entire range, thus improving not only in performance but also in consumption and emissions.
In any case, that was not enough among other things because it arrived too late because, not in vain, the complexity of the two pioneering turbochargers in this Maserati caused so many problems in the workshop that came to ruin the image of the brand.
Even more so when it tried to compete in a generalist market where You don't have the patience and blind faith of the passionate. who, in the end, gladly savor complex mechanics even with all their problems.
Furthermore, as if all this were not enough, the exchange rates were very unfavorable for the brand, increasingly conditioning it when it came to competing with its access model.
In short, a set of factors responsible for ruining Maserati sales in the United States; market of which had to retire in 1991 until, after being supervised by Fiat, she returned to achieve direct and rightful success.
Images: Maserati
