DTW marks the fortieth anniversary of the Biturbo, a car that sired a range of more affordable Maserati models.
As seems befitting for an Italian company manufacturing sports cars, grand touring coupés and luxury saloons, Maserati S.p.A. has had a colourful and occasionally tumultuous history since its establishment in 1914. One brief period of relative calm began with the company’s takeover by Citroën in 1968. The deal was predicated on a joint-venture project whereby Maserati would design and build a new V6 engine for Citroën’s forthcoming flagship, the SM. Financed by French investment, Maserati introduced a new range of models, notably the 1971 V8-engined Bora, the company’s first mid-engined supercar, its smaller brother, the 1972 V6 Merak, and the stillborn SM-based 1974 Quattroporte II saloon.
Unfortunately, the Middle-East Oil Crisis of 1973 caused a collapse in demand for the sort of cars in which Maserati specialised. Citroën, struggling with its own mounting losses, put Maserati into receivership in May 1975. Political pressure to save the 800 jobs at risk in Modena was intense.
Alejandro de Tomaso, an Argentinian of Italian extraction and a businessman and former racing driver, saw an opportunity. De Tomaso had established his own eponymous luxury and sports car company in 1959. He approached Citroën with an offer to purchase a minority stake in Maserati, providing that he would be given full control of the company. With no other offer on the table, in August 1975 the Italian government agreed to assume ownership of Maserati via GEPI(1), a state-owned holding company, with a shareholding of approximately 90%. De Tomaso, with the remaining 10%, was appointed CEO. The deal, which was greatly advantageous to Maserati’s new boss, was completed in January 1976.
De Tomaso’s initial move was to rationalise Maserati’s model range, replacing existing models with new ones based on de Tomaso platforms(2). These included the Kyalami GT coupé and Quattroporte III luxury saloon, based on the de Tomaso Longchamp and Deauville respectively. However, de Tomaso had much bigger plans for il Tridente: he wanted to expand Maserati production greatly by introducing a smaller and much more affordable coupé that would compete with the top end of upmarket mainstream manufacturers’ ranges. The budget for the new model was reported to be around £20 million.
That car was launched in 1982 as the Biturbo, its name referring to the twin-turbo 1,996cc 90° all-aluminium V6 engine that powered it. The rationale behind the engine was that a ‘proper’ Maserati needed to have more than four cylinders, the V-formation was compact enough to fit in a small coupé and the sub-two-litre capacity would avoid punitive Italian tax rates(3) on larger engined cars. The twin turbochargers would lift power output and performance to those expected from the marque.
The newly designed engine featured three valves per cylinder(4) and a single overhead camshaft for each bank of cylinders. It was fitted with electronic ignition but, surprisingly, just a single Solex carburettor. Maximum power was quoted as 180bhp (134kW) at 6,000rpm. The engine was the technical highlight of an otherwise quite conventional front-engined, rear-wheel-drive coupé. It was mated to either a ZF five-speed manual or three-speed automatic transmission. Suspension was via MacPherson struts with a front anti-roll bar and semi-trailing arms at the rear. Disc brakes were fitted all round, with additional rear drums for the handbrake. A 0 to 60mph (97km/h) time of 6.5 seconds and top speed of 134mph (216km/h) were claimed by Maserati.
The Biturbo’s engine would be built at Maserati’s works in Modena. The car’s steel monocoque bodyshell would be manufactured at the formerly BMC-owned Innocenti factory in Milan, where final assembly would also take place. The Biturbo was designed in-house by Pierangelo Andreani but took its styling cues from the Giugiaro-designed Quattroporte III. Dimensionally, the Biturbo was a little shorter and lower than the contemporary BMW E30-generation 3 Series model, which it resembled to a significant degree, looking rather more like a two-door saloon than a coupé. Its wheelbase and overall length were 2,514mm (99”) and 4,150mm (163½”) respectively. Kerb weight was quoted as 2,389lbs (1,085kgs), roughly 100lbs (45kg) lighter than the BMW in 323i guise.
The interior was luxuriously trimmed, although the seats were upholstered in velvet-cord cloth rather than leather, which was optional. The instrumentation and secondary switchgear were contained in a separate black binnacle that sat (somewhat incongruously) atop the brown or beige colour-keyed leather-trimmed dashboard which, together with the doors and rear quarter panels, featured deep walnut veneer inlays.
The Biturbo’s price at launch in Italy was 19.55 million Lire, about £8,200, but it was expected to cost from around £12,000 in the UK. That would have made it roughly 50% more expensive than a BMW 323i, but still 35% less than the next cheapest Maserati, the Merak. The Biturbo would be a direct competitor on price with the Porsche 924 and Audi Quattro.
The Biturbo was first unveiled to the press on 14th December 1981, the 67th anniversary of the founding of Maserati. At the launch event, de Tomaso was in typically ebullient form, announcing that “Today is the real beginning of Maserati’s industrial era.” Abrasive as ever, he couldn’t resist taking a swipe at the unions, with whom he had many conflicts while attempting to modernise Maserati and replace workers with automation. He allegedly said that “Today is also the day of my revenge upon the unions…after six years of being insulted in every possible way.” De Tomaso had enormous ambitions for the Biturbo, forecasting that it would increase Maserati’s output ten or twelve-fold from the current rate of three cars per day.
Car Magazine’s Mel Nichols drove the new Biturbo at launch in Italy and reported his findings in the March 1982 issue of the magazine. Nichols described its appearance as “a sort of cross between a Lancia Delta and a BMW Three Series, with a touch of Alfetta thrown in.” The driving position was described as “excellent, the ergonomics more German than Italian.” Apart from the “very thick” A-pillars, visibility was good.
The engine idled evenly, sounding “like a big BMW straight six” rather than a small V6 turbo. Under acceleration, there was “just modest turbo whine” and the engine was “smooth and well-mannered” throughout the rev range, albeit with a noticeable increase in power above 3,000rpm as the turbos got to work.
The car’s response to driver inputs was described as “quick and accurate” and it drove “with an air of stability and balance”. Nichols was not, however, able to test the limits of its handling and roadholding because of icy road conditions and a wheel imbalance problem on the pre-production example he drove. Nichols left Modena with a very positive impression of the new Biturbo and it seemed that Maserati had a winner on its hands.
The Biturbo was formally launched at the Geneva Salon in March 1982, with customer deliveries beginning two months later. Such was the demand for the new, more affordable Maserati that a long waiting list soon built up. Production was ramped up on de Tomaso’s orders to meet demand. Unfortunately, this (and the car’s accelerated development programme) caused numerous build quality defects which quickly began to undermine the car’s reputation, as did the susceptibility of the engine to damage from over-revving, especially if not allowed first to warm up to its correct operating temperature, then allowed to idle before switching off. Maserati was faced with the considerable challenge of fixing these problems and re-establishing the car’s reputation.
The Maserati Biturbo story continues in Part Two shortly.
(1) Società per le Gestioni e Partecipazioni Industriali, established to buy up troubled private-sector companies so they could be restructured and ultimately returned to the private sector.
(2) De Tomaso, having tried and failed to take over Maserati in 1968, was alleged to have been pathologically opposed to retaining any Citroën influence once he finally gained control. He even disposed of a couple of Dyanes that were being used as factory hacks.
(3) A VAT rate of 38% was applied to new cars where the engine capacity exceeded two litres. This was double the rate that applied to smaller engined cars.
(4) There was a single exhaust valve and two inlet valves, a smaller one primarily for light loads and a larger one to create a ‘swirl effect’ and improve combustion efficiency. De Tomaso patented this design.
Sources: Car Magazine/ Maserati-alfieri.co.uk
Driven To Write 
In the Nineties a friend owned a Biturbo Spyder and I had the opportunity to drive it a couple of times.
The most remarkable characteristics were that it was relatively unremarkable, which is an achievement for an Italian small scale production car.
It was acceptably well made and the only really crude promiment items were the HVAC controls in the centre console. I personally didn’t like the overdose of wood and the watch was pretentious kitsch. This car was red with a beige leather interior and a beige roof. The leather was typically Italian soft stuff and I didn’t like the semi-rouched looks, the transverse seams and the overly thick padding on the centre console.
The interior was similar to this example
It was good to drive with road manners similar to a BMW E30 – tolerable in a straight line on a dry road but criminally tail happy in the wet.
But being tail happy in the wet and cornering on opposite lock is surely more than half the fun – although I admit that only when driving solo. At one point in the ’80s I ran an E30 320i for a year in between Saab 900s and thoroughly enjoyed being a hooligan for a while. It does rather pall eventually and I was very happy to replace it with another 900.
The Biturbo was always far beyond my budget but falls squarely in my ‘if money were no object’ selection of toys with which I would like to play. I look forward to part 2.
Hello Dave
Wasn’t the Spyder a bit different from the 2 door?
I guess it had a shorter whellbase, inferior torsional rigidity, and in consequências softer suspension settings…
Around here, it was less regarded as a driving machine…
Good morning Dave. Yes, the Biturbo did look rather too much like a 3 Series in a party frock, even more so after the E30 was launched. It still didn’t deserve what Marcello Gandini would later do to it, coming up in Part Two…
Oddly enough, I had two E30s over six years and never had a problem with the rear grip. (That says a lot about my driving style, I guess!)
The Spyder had a shorter wheelbase than the coupé. I can’t say much about its torsional rigidity which wasn’t worse than an E30 cabrio which was about as stiff as a wet sheet of toilet paper.
My father-in-law had one of the first catalyst-equipped E30 325i which in the wet had to be driven as if you had a raw egg between your shoe and the throttle pedal. I much preferred the setup of my Alfas which were strictly neutral at all time and much more confidence inspiring.
After mixed experiences with two-wheeled DeTomaso products I didn’t expect much from the Biturbo. I was surprised how it felt for the standards of an Italian car produced in small numbers. It was much better made than any Alfa Junior Z or my Lancia beta spider. As it was driven with cerebral throttle control and used only in summer weather it didn’t give unexpected trouble as far as I remember. The owner later had an Alfa 916 as a daily driver and amongst others an Integrale Evo 2 so he surely knew his Italian and onions treated the car correctly.
Just have a doubt: CAR was comparing the Maserati with the BMW e21, wasn’t it?
From wath I remember, the e30 was presented to the press in december 1982?
Hi Gustavo. You are correct and, as I recall, the E21 was even more tail-happy than the E30. Incidentally, we will be celebrating the 40th anniversary of the E30 in a three-part series this autumn. Stay tuned to DTW!
That thing so visible under the rear bumper is the spare wheel? Not what you want to see after spending 12,000 GBP in 1982…
Also, the instrument cluster shape looks very crude. You would had to be pretty desperate to stand out from the crowd to buy a Biturbo against that Quattro.
Hi b234r. Well spotted. Indeed it is, and it gets a mention in Part Two of this series.
Thank you Daniel, I’m looking forward to read it!
I own a specimen… 🙂
As my old grannie used to say, “Tell the truth & shame the Devil” – I have to admit that I never found my E30 tail happy when driving as I normally do. But when the roads were empty and icy (we used to get proper winters back then) it was great fun to indulge in sideways travel – the point being that it was deliberately induced and completely controllable; such was the quality of the engineering of what I still think is the best looking BMW ever. Build quality wasn’t a patch on Saab’s however…. But another DTW series to look forward to – excellent!
Recall reading elsewhere that early non-turbo versions of the V6 used in the Biturbo were originally putting out 150 hp in either 2-litre or 2.5-litre forms (leaning more towards the former than the latter IIRC). Would Maserati have done better with the model being naturally-aspirated instead for non range-topping models?
Also recall reading of criticism against the Biturbo regarding the primitiveness of its platform relative to the opposition (allegedly described as a cut-down Deuville / Longchamp), its general crudeness and it drawing upon mechanicals from other De Tomaso models with the exception of the engine. Have to wonder what could have been achieved with both a Biturbo-like entry-level model and alternate Quattroporte II/III/IV had Maserati been owned by Fiat earlier on, complimenting the 132/Argenta and 130 before Fiat vacated the luxury segment and fully switched to FWD.
Otherwise rather fond of the Biturbo’s composite “Lancia Delta, BMW Three Series and Alfetta” styling apart from the front-end, which was remedied with the related Ghibli and Quattroporte IV.
The two litre Biturbo had 180 PS, the 2.5 had barely more at 185. At least outside Italy there was no two litre with less power.
The engine was designed for forced induction and would not have made sense in naturally aspirated form with its strange valve arrangement and staggered inlet ports.
Valves
Ports
I bet that without the turbos it would not have had much more than 110 PS because of the restricted breathing.
The Achilles’ heel wasn’t the turbos but the carburettor. Its manual choke was an embarrassment for the class and its tendency for fuel evaporation and resulting reluctancy to start when the engine was switched off without having cooled down was a nuisance. This all was cured when fuel injection finally appeared.
Was referring to early tests for what became the Biturbo V6 in normally aspirated form before it received twin turbochargers.
“This compact all alloy engine, with wet ‘Nigusil®’ treated cylinder liners, during early tests produced a power output of around 150 bhp when normally aspirated. De Tomaso wanted more for his new Biturbo coupe, so the engine was fitted with two small IHI turbochargers (built by Ishikawajima-Harima Heavy Industries Co. of Japan), one per bank of cylinders. The power increase was dramatic, and utilising a single twin-choke Weber carburettor power was increased to a healthy 180 bhp at 6000 rpm.”
http://www.maserati-alfieri.co.uk/alfieri134.htm
I always thought the Biturbo V6 was an evolution of the Citroën SM/Merak unit? Albeit they started with a smaller bore and a different cylinder head? What really is the difference between the engines?
I’ve always had a soft spot for the Biturbo (right from seeing it in magazines as a current model during my childhood). It may just be my penchant for lost causes but there’s something highly appealing about an Italian exotic, dressed as a conservative, compact 2-door saloon.
Same here, Chris. I used to bicycle past a Quattroporte III on my way to school and always found it fascinating (almost too big for the driveway, but quite beautiful all the same). It imbued Maserati with mystery and ‘realness’ at the same time, for I had material proof that these exotic cars existed. That Maserati was – with Lambo – the only Italian manufacturer not under Fiat control (this was shortly after the shock of having the rear-drive 75 replaced by the 155) helped things as well. Underdogs and all that.
For the Biturbo I’ve also had the association with the 3-series but preferred the Italian car for its – to my young eyes at least – superior design, always finding the BMW’s a little ‘soft’. Driving characteristics were too far removed from my experience back then, of course.
The saloon version took the BMW-likeness to new heights…
(I hope I’m not spoiling anything here)
… while – again to my young eyes – still looking better than the BMW. I’m not sure where I stand on that now, though.
Hi Tom. Don’t worry, you’re not scooping anything. The Biturbo looked very sharp in its day but I think the BMW E30 has aged rather better. Today the Biturbo four-door puts me in mind of a rather more mundane contemporary:
Apologies to any Maserati aficionados I have just mortally offended! 😮
@Daniel, Giugiaro had a hand in that one as well as the Quattroporte. So the likness isn’t incidental.
For me the Biturbo 4 door looks a bit like this…
Don´t get me wrong, I have a soft spot about the Biturbo, too. Although later variations like the Ghibli are a lot more interesting.
I have to disagree with the comparison with the Rover 216. The Rover is much more upright, suggestive of the “formal roofline” cars of GM and Volvo 700-series cars. The Biturbo is lower and more purposeful than the Rover. That said, the Rover is quite charming now though it´s missing rear head restraints for the full mini-limousine style.
I have been reading about the small-saloon wars of the early 80s: Vauxhall Belmont GLSi, R9 Turbo, Volvo 340 Turbo and Ford Orion. What a glorious period. I think I´d have to opt for the Belmont but the R9 seems a bit of a hoot.
I can see the likeness with the alternate-reality Ford Sierra/Cortina MkVI, but the Maser seems a lot ‘tighter’ or more purposeful to me. I agree that the E30 has aged well, but my nostalgic soft spot for the Biturbo remains strong. I occasionally see the odd old Maserati around (like the boomerang-light 3200 GT or even a Biturbo – though very rarely) and apart from “that’s a nice car” all I can think is “that can’t be easy to keep running”.
The high and short tail looks similar, although yes, the 200/Ballade is a lor narrower and upright.
About the ´80s small saloons wars, Spain was one of the main battlegrounds; here, the R9, Belmont and Orion always sold better than their five door siblings. We didn´t get the R9 Turbo, throught. We did have the ugly Kadett 1.8i GT 4 door, the Orion 1.6i Ghia with white hubcups and of course our superb Seat Malaga Injection.
Hi Daniel, thanks for this interesting feature. I see Alejandro de Tomaso’s union-busting stance is similar to Mike Matthews’ (founder of Electro-Harmonix, a famous company specializing in effects for musical instruments) – another reason to view him as a controversial figure. It must be noted here that trade unions have traditionally been blamed by “moderate and rational” pundits in every sector for just about everything, even for the murder of Julius Caesar, and car pundits – especially some well-known pundits whose citation-free diatribes raised three generations of readers – are no exception; Although I wasn’t aware of de Tomaso’s anti-union rants, I’m sure said pundits’ hearts would skip a beat for him when he uttered them.
Now, to the car itself. Several modern reviews of cars in the Biturbo family (such as the 2.24v and the Ghibli Cup) criticize the driving position with the kind of unflattering vernacular that is typically reserved for old Italian cars. I also remember that, while I was growing up, I was charmed by the Biturbos. Greece’s two (then) car magazines had nothing but praise for them, with the caveat of their tail-happiness, of course. But hey, these were cars for “real men who knew what they were doing,” or, to use Mr. Cavathas’ neologism, “Real Drivers.” As time went on, later generations of the Biturbo were also met with praise – some more intense than others. Myself, I’ve always wanted a Ghibli II GT or a 2.24v. Have I ever driven one? No, but I’d like to try a well-sorted sample of the aforementioned iterations. I’m not sure, though, how well I’d adapt to the reportedly on-off behavior of the engine.
Hi Konstantinos. Thank you for your kind words. We’ll be covering all the Maserati models derived from the Biturbo in two further parts of this series.
I don’t think I’ve ever had a close look at a Biturbo (although at one point I used to pass one, kept under a cover, on the bus to work every day) and I fear that my penchant for the things very possibly wouldn’t survive close examination. Like Chris, though, I’ve had a thing about them since reading magazine stories in my teens, when the Biturbos were current. I love the concept, that of a sober but indulgent car with a fiery heart*. The sobriety was gradually dialled out, of course, as the eighties wore on into the early nineties. Even the ruched leather and that clock appealed to me in photos back then, although that look did not age gracefully…
Also, does anyone else recall the Biturbo’s appearance in a very noirish Pirelli advertisement?
* Apparently the fieriness was all too literal in the case of the electrics on the early ones – I presume that’s part of the reputational issue Daniel mentions!
The fires were on US market cars with a catalytic converter that had insuffucient heat protection.
Hi Michael. Great stuff! Very 1980s, all big hair and shoulder pads. Shame we can’t have ads like that today, but it would doubtless be viewed as unacceptable in all manner of ways.
That is a great ad. Re the interiors, I think they did get wood veneers, but later on. Possibly rosewood?
I owned an ’84 example up until a few months ago. Despite the reputation they have it would always start first go, whether hot or cold. I’m fairly sure it was running a Weber carb’ as opposed to a Solex though.
It’s only when you see one close up that you can appreciate quite how tiny they are, around the length of a VW Golf. The lines certainly help to hide this and the interior doesn’t feel particularly cramped. Even the stunted little boot holds a decent amount of luggage.
A few notes to add about these early models:
– Maserati employed Saab’s Automatic Performance Control (APC) knock-sensing boost control system to help modulate boost. This used a microphone to detect knocking and would open vacuum valves as and when boost needed to be regulated.
– The “deep walnut veneer inlays” were actually a cheap Formica-like product which had a habit of falling off.
– The leather upholstery was exceptionally hard-wearing and was in great shape on my example, despite the rest of the car displaying the effects of having spent its early years in the intense Arizona sun
– Early models did not have power steering, which was thought to be a factor in limited sales in the US
Ultimately I moved mine on when it became clear that it would need a gearbox rebuild. Of course, two months after selling it a friend of mine told me he had recently picked up five Biturbo transmissions from the warehouse of a breaker’s yard that was being liquidated. Oh well…
Oh my
Hi Jeff. Thanks for sharing your knowledge and experience of the Biturbo. That’s a bit of a shock about the wood veneers, but good news about the leather, which looked soft but not especially durable. What a shame the timings didn’t work out regarding the transmission.
Hi Daniel. The imitation wood was often cited in contemporary reviews as being somewhat incongruous with the price being asked for the car. I seem to recall that in the home market the Biturbo was initially priced close enough to a top level 3 Series that it could be considered a viable alternative but by the time it had arrived in the crucial North American market it was tariffed to the point of being close to Ferrari money, which of course made no sense.
Another issue with the early carburetor cars is that the single carb’ sat inside a sealed plenum fed from either side by the turbos. If you needed to make adjustments the plenum would need to be removed (not the work of 5 minutes…), adjustments made then fully reassembled to test the effectiveness of the changes. This made tuning the car a very laborious task.
All issues aside, however, it always drew a second glance from anyone who saw it drive past – what initially could be a BMW (or even a Renault Alliance being here in Canada) passing by was just sharply enough styled to require a confirming glance and often a knowing nod!
Good evening, Daniel. I had a huge soft spot for the Biturbo back in the days. When these were just new I saw one accelerate hard in a parking garage. Not the place to do such a thing, obviously, but I can still picture that particular car vividly.
I’ve never driven a Biturbo. A garage specialized in classic cars had one for a while. There were some issues with the compression ratio in one of the cylinders, if I recall correctly.
I didn’t find my E30 particularly tail happy. The oversteer was there on demand, but easily controllable unless you were really overdoing it.
What´s not clear so much from our vantage point is how distinctively opulent and rich-looking these cars would have been in comparison to Escorts, Granadas, Kadetts and Senators. Today Maseratis cheapest car is not especially more opulent-looking than a L&K Skoda. That´s not to insult Maserati but to say how good a well-specced “ordinary” car is. If my mission was safe and reliable transit plus moderate opulence, I´d pick a top-range mainstream car and not a single car from an Italian boutique brand. In 1982 that would not have been the the case.
Hello Richard
The way I see it, the Biturbo was one of the few ambassadors of that (for me) beloved kind of car: the wolf in sheep’s cloth.
Engine and interior were there to astonish those inside, but for those outside it presented a discreet shape and, IMHO, less signs of visual agressiveness than a BMW E30.
That’s why I love and own that most hated and laughable Renault from the eighties, in turbo guise… yes, that one.
Gustavo: is it a Renault 18 Turbo? Super duper!
I’m sorry Richard, I see the 18 more like a Retriever in sheep’s clothes… 😂
…and occasionally I show some presumption and lack of humility…
It’s half that number
A Renault 9 Turbo ….? I feel that car looks like a modernised Alfa Romeo Giulia (105). If you look at it in side view it has very similar gross forms. While the 9 is isn´t the car I expected, I do like any off-the-beaten-track cars like this one. I´d cross a very busy road to look at one. I hope it´s lots of fun to drive.
Those early cars are beauties, no? Allegedly AdT was hankering after an Italiante 3 series, although to me it is much more Honda Prelude but I mean that in a good way.
Not keen on the cabin; “Who would live in a car like this!?” Joan Collins and George Hamilton are the only people I can imagine bowling along in this car, I can almost smell the Georgio Beverley Hills and the Dunghill ciggies!
I’m surprised the ergonomics were so good, the vertical instrument pod reminds me both of a Bentley T series and the Napier “Deltic” diesel locomotive, which I had the privilege of visiting when they were still common place on Yorkshire’s main lines (Showing my age now).
I’m interested that there is no mention of the risks wealthy business men took in the 1970’s and 80’s, when possession of a rich kidnap victim was hefty leverage and not just in Italy. A former work colleague used to be an assistant to Arthur Ryan who perportedly lived in fear of going the way of Shergar… And everyone remembers what happened to the head of Renault. The theory been that blatting up a mountain pass in your Indy or Khamsin was giving too much away but a dinky three box coupe might sail under the radar.
As I said: that most hated and laughable Renault from the eighties!
The 18 is from the 70’s 🤣
Dinamically, it doesn’t compare too bad with others, so this CAR giant test says about the 11 (same car without the boot):
Personally, I quote a friend of mine who drove it once: “My God, I haven’t been so scared for a long time!”
And he was on Catherams at the time 🤣
Might I also comment on Maserati’s latest effort at reaching down (The Levante and Ghibli)? I promise I won’t mention the Levante again but the issue needs some acknowledgement then we may move on.
I’ve also suddenly seen a few Ghibli M157’s on Skipton High Street, over the last few weeks. No idea why they’ve all come at once. I really can’t tell if they are meant to be a 3 or 5 series beater, it either hides it’s bulk well or is between sizes.
Close inspection says to me that it is a bit more accomplished than the current Quattroporte but the overall impression it gives me is the illegitimate child of a Mazda 6 and a Ford Granada Consul. I don’t know who would buy this car, I can’t read it’s snob appeal (Or possible lack of), I can’t even tell who it might appeal to; do “Love Island”contestants or Premiers*+:ts drive them, or is there a more rarified clientele?
I’ll stick with my imaginary Kylami, on 15” Capagnolo alloys.
In 1987 in italy the maserati biturbo was a price that you could win buying pandoro or panettone melegatti during xmas time.
Mitico!