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Maserati - New cars for 1991
compiled with the help of Dott Andrea Ricci
The traditional annual press conference took place at the Hotel Canalgrande given by Alessandro de Tomaso on 14th December 1990 before a collection of international journalists. Three new models of the Trident marque were proudly presented. namely the Racing, the Sharnal and the Chubasco, which stole the show.
At the conference Alessandro De Tomaso declared that the agreement with Fiat was proceeding well, but that the deal with Chrysler is over. Sitting beside De Tomaso was Giovanni Battina Raselli, managing director of Alfa Romeo, which might add strength to the rumours circulating that both companies intend to use a common floor for new ranges of their own cars in 1993. The Alfa would be a super coupe replacing the SZ (perhaps with a V 10 3500cc engine for prototype races) while the Maserati would be a new Biturbo range designed by Marcello Gandini.
The rumours about the engine are uncertain because in Italy at present cars over 2000cc suffer a high tax of 38%, which is why the Biturbo range is sold with the 2000cc engine in Italy (cars under 2000cc are subject to VAT at only 19%), compared the present 2800cc engine elsewhere. However, in 1993 when the European frontiers are to be open then the taxation is meant to be harmonised in which case the Biturbo range will receive the Shamal engine (with or without the turbo), or so they say. However, before that there is meant to be a new Quattroporte, or Royale, with the highest finish and comfort, while there has even been the hint of a 5000cc engine for it.
Unfortunately we hear that the Racing will not be available in the UK which means that we are denied all the powerful developments of this particular engine. However the Shamal production has begun and is available, while the Spyder continues as before.
Here are some details of the three cars announced:
The Racing
This is the latest evolution of the "ideal Biturbo",and is undoubtably the most powerful 2 litre in the world. The greatest novelty in this coupe is the V6 engine of 82mm x 63mm bore and stroke, endowed with 24 valves and of course 4 overhead cams, developing a mere 285hp DIN at 6250 rpm (33.6 at 3500 rpm) thanks to its two IHI turbos with intercoolers. To provide a car with such readily available power, which compares to any high performance grande routier, bears witness to the sureness of the Maserati engineers in mastering the Biturbo technique.
To transmit this power to the wheels there is a new transmission with a new gearbox from Gertrag of Germany which is smoother and more precise than the ZF box. This is linked to a Ranger differential. The 205 x 45ZR tyres are on 7-inch x 16-inch alloy rims, while the Koni electronic suspension has four settings.
The maximum speed of the Racing is in excess of 240 kph with a standing kilometre/ to stop in less than 26 secs, the 100km/h mark is reached in just 5.9 secs. All very exhilarating.
Externally there is a new front and lights with a lower radiator grille, the latter having been increased in size to that of the Shamal, with an aerodynamic line similar to the original Biturbo to the bottom of the windscreen. The new instrumentation, with white figures on black backgrounds, is extended to include an external temperature gauge, while the speedometer is now calibrated to 300 kph.
The Shamal
Exactly one year after the introduction of the Shamal the first deliveries have started at a price in Italy of 125 million Lira.
The 90 degree V8 engine of 3217ce with an exactly square bore and stroke of 80mm develops 326hp DIN at 6000 rpm with a torque of 44MKg at 4200 rpm, using two IHI turbos and intercoolers. The transmission is equal to this by using a Gertrag box, but this time with six gears, driving through a Ranger differential. The four position electronic suspension by Koni is the same as the Racing. The maximum speed is is just below 270 kph, while the standing kilometre/to stop is completed in 24.9 sees and the 10O kph is reached in 5.3 secs.
The first impressions of the specialist press are very favourable and the testers have been astonished by the power and torque available, as well as the extraordinary smooth and progressive transmission.
Shamal - Driving Impressions
When I first agreed with John Butt at Meridien that I should drive the new Shamal - I think road test is a little pretentious for a cub reporter - I decided that this was one job I should approach in a professional manner. My co-editor would probably suggest that this would be the first job I had approached in this way. However, the job simply proved that my heart is stronger than my brain as faced with the car and a set of keys all plans to record impressions, to take detailed notes went by the board as I set off down the road.
This car is quite definitely in the idiom of the original Audi Quattro and the current Lancia Integrale but less recognisable as a clone from the original Biturbo. That said the origins to the 'Biturbo' can be seen in the silhouette of the front half of the car and particularly in the interior which is close to, but more luxurious than, the present models. The floorpan is based on the present Spyder so the wheelbase is some 4' shorter than the coupe, but the body, apart from the doors, seems quite new as the overhangs at each end vary from all the existing models. The thicker windscreen pillars and the strong different coloured central (roll bar) section combine with the strong extensions over the wheels to give the car a squat and very purposeful look. Not ungainly, but not a thing of beauty. With the newly announced 222SR, 222.4v and Spyder models it shares the same new twin small headlights, one round (low beam) and the other square (high beam) and the spoiler at the bottom of the windscreen to improve air and water flow over the screen.
The car sits on 8" x 16" rims at the front sporting 225 MXX tyres and 9" x 16" rims at the rear with 245 tyres. Strangely it is only a whisper lower than the coupe making it a very useable car. This would seem to follow the philosophy of all the current cars, which are fast and unobtrusive, but do not require supermen who are willing to crawl in and out of the seats or which stand out as being very different at a distance.
The engine is an impressive sight, with the red cam covers obvious through the welter of turbo and intercooler pipes. It is based on the V6, still at 90° and with 4 valves per cylinder, but with a different bore and stroke of 80mm x 80mm. Again, 2 IHI watercooled turbochargers feed the Weber fuel injection system. Drive is through a 6 speed Getrag box to the Maserati Ranger® differential. The suspension has subtle changes, with in particular, the addition of adjustable ride, or as Maserati call it, 'electronic active control'.
As I have already said, the interior is very recognisably 'Biturbo' but with a slightly smaller footwell for the front passenger. The driving position seems easier than a Biturbo but at the expense of the already limited rear space. In fact with the driving seat back there is little or no rear leg room, but like my Merak, the space occupied by the rear seats will make for comfortable touring for two given the relatively small boot. If the interior has the looks of the Biturbo it is very definitely more plush. The Meridien car, which was red, had a superb quality leather interior in a 'not quite' black. This extended to the dash and dash top, doors and central console. Wood inserts which featured on the Meridien car can be either high polish or matt or as can be seen from the brochures, with leather in place of the wood. The steering wheel is flat, leather bound, and very comfortable; is adjustable for reach and height, though as in the Biturbo, setting the wheel low obscured the top warning lights. The car has all the expected electronic aids, central locking, electric mirrors, seats and windows and of course the small panel beside the gear lever to select the ride setting. The car also features the new climate control system, whereby one can dial a temperature and the system will keep the cabin at that specified level using the air conditioning or heating system as necessary.
Driving the car is not daunting, but John Butt sitting in the passenger seat does act as a kind of telepathic right foot restraint. There is no great explosion of noise when you start up and in fact the engine is quite quiet both at standstill and on the move. Some have said that they would like it be more obvious, but this again moves away from the 'understatement' philosophy of Maserati. It is also a fact that having a car that does not stand out too much is bound to help protect your licence. First gear is low and a quick change to second is necessary as it soon becomes obvious that the performance is quite staggering. I did not have the facility to take figures but a quoted 0-62 mph time of 5.3 secs is obviously within the bounds of reason. In third or fourth on full throttle the car squirms in its eagerness to set off down the road and such is the torque available that upward changes can be made as and when you prefer as there seems to be no difference in the relentless desire of the car to surge forward.
It sits, or I should say squats, on the road, and of course with such big tyres rumbles and thumps a little over rough surfaces; but this is not a problem, as the noises are not obtrusive in the cabin. The only discomfort could be the jiggling sensation experienced on the bumpy back roads of the New Forest. Extending the car was not too easy as time was limited and there was traffic around. The route was mostly 'B' roads around the New Forest and the road surfaces are not the best for fast motoring. What came through loud and clear was how easy the car was to drive. Bags of torque, and leech like roadholding, meant that you could stick the car in fourth and motor very quickly across 'A' and 'B' roads with only one hand on the wheel and no drama. John Butt complained of turbo lag due to a replacement part on the control system being 'first' model Shamal. However, it was not obvious to me and pick up seemed instant and very smooth.
This particular car, the first production RHD model, had around 2,500 miles on the clock having been driven back from Italy by Paul Horrell of Car magazine with John Butt riding shotgun, and I assume paying the petrol bills - unleaded of course. The Car article should be out quite soon and I look forward to hearing what the professional journalist has to say.
To me it is a very useable supercar with bags of style and personality. At £63,450 it should have quite an appeal if Meridien can get the message across that there ARE alternatives to a big fat Porsche.
John Bennett
The above 'road test' first appeared in the Spring 1992 issue of Trident
The Chubasco - The Maserati that never was!
Once again named after a wind, this time from California, the proposed new supercar was unveiled.
Ever since Marcello Gandini first worked for Maserati it has been evident that he would at some time produce a new and revolutionary design. The concept, which establishes the form, was based on the need to provide good air circulation to all the points on the car which require cooling: radiators, brakes, air conditioning condenser, heat exchangers, turbochargers, catalytic boxes and engine bay.
For those who wish high performance, achassis with acentral beam carrying the engine and gearbox mounted in a central rear position offers extreme ridgidity and must have been a natural choice, particularly in view of the experience gained with the De Tomaso Vallelunga.
To the chassis are fixed the suspension arms, to the front by "push rod" and to the rear by "pull rod", with hydraulic shock absorbers providing progressive rigidity by rockers to internally mounted springs, typical Formula 1 practice, which allows large open spaces for the flow and distribution of air. The flow of air is augmented through three generous openings in the low front spoiler, exiting under the doors in an area of low pressure at the lower part of the sides of the car. This with the inclined front bumper and the projecting ledges to the sides, give the important ground effect. In front of the rear wheels two other vents gather fresh air which, after cooling the engine, exits above the rear bumper.
Ile aerodynamic and technical base having been laid down Gandini was then able to design the car with considerable freedom.
The shell, or body of the car, is constructed as a floating cell supported on the chassis with insulating mountings which absorb the vibrations from the engine, gearbox. suspension and wheels, isolating the cockpit from noise, stress and vibrations.
The doors are hinged at the front on a single point and open upwards towards the front of the car, while the electrically controlled roof panel slides towards the rear, above the engine bay, allowing open air motoring. careful design of the side and rear windows and the position of the steering column allow better than average visibility for a mid engined car.
The cockpit, usually cramped in a two seater, offers an unexpected spaciousness, not only in length but also in width. The seats, clearly of anatomical design, are separated by a central console formed by the main chassis beam. The broad wing at the rear gives character to the car from every angle.
As was described in the press release:
It is a coupe, but also an agressive roadster. It is a FI car with air conditioning. It an extremely high performance machine.
Perhaps slightly strong english and not the words we would have chosen but emphasising the feeling behind the project.
-Re show car was a fully trimmed but static mock up and not a prototype. Maserati want to involve everyone in the evolution of the project, perhaps this is why they revealed the car at this very early stage of its development, and are seeking, and welcome, input from potential clients.
Providing the support for the company continues the future projects seem as exciting as ever. The mood and impetus seems to have turned away from the desire to compete with BMW and Mercedes and to revert to the philosophy of producing exciting and limited production road cars.
The editors will keep you posted with information as it is received. Naturally we expect to be invited to road test the Chubasco as soon as the first cars are available in order to report in detail to you - well there is no harm in having great expectations.
The Editors thank their correspondent in Modena, Dott. Andrea Ricci for his assistance in compiling this article.
This article first appeared in the Spring 1991 issue of Trident
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