CLASSIC CAR REVIEWS - MASERATI 3200-GT

Maserati

The 3200 GT was a return to form for Maserati in 1998, but has the beautiful Italian aged well?

VITAL STATISTICS

MASERATI 3200 GT

ENGINE 3217/V8/DOHC

POWER 370bhp@6250rpm

TORQUE 362lb ft@4500rpm

TOP SPEED 174mph

0-60MPH 5.12sec

ECONOMY 16mpg

WEIGHTS AND MEASURES

HEIGHT 130.6cm (51.4in)

WIDTH 182.1cm (71.7in)

LENGTH 451.1cm (177.6in)

WHEELBASE 265.9cm (105.7in)

KERB WEIGHT 1587kg (3499lb)

AT THE WHEEL

It would perhaps be a slight understatement to say - especially in the earliest manual models - the GT suffers with slight sensitivity issues. Anyone somewhat heavy footed on the accelerator is going to find themselves pinned back in their seats (after the turbo delay) as the Maserati unleashes its 370bhp, smashing past 60mph in just over 5 seconds. To get a smooth drive requires a delicate touch. Not only do you need to be gentle with your feet, you need quick hands on the wheel, as the Maserati ensure its traction control works overtime, keeping very much in touch with its sporty nature – especially in the wet. It takes some skill to get a leash on the GT, and even more to be able to let it loose. If you can handle it, the GT rewards with rollercoaster like thrills alongside a raw, sporty, adrenaline filled driving experience.

WHAT TO LOOK FOR

1 The exhaust back boxes on the 3200 GT have been known to rot, so make sure you check their condition and if they have ever been changed. Directly from Maserati a replacement can set you back over £1000, but independent businesses can provide and fit for about £800.

2 There is one particularly regular fault concerning the Maserati 3200 GT, the throttle body. Considering the sensitivity of the throttle inthe first place this issue can leave the vehicle almost impossible to drive safely. Due to poor design the throttle body narrows the margin between idle and full throttle with use, this is in fact an issue with the majority of Maserati 3200 GT’s out there. This can be solved by an engine reset, or in the worst case scenario a replacement throttle body which could cost you up to about £380.

3 Maserati V8 starter motors suffer from some problems, mainly due to their position within the V8 and the fact it isn’t best suited for use in a V8 vehicle. Water from minor leaks from the coolant distribution pipes underneath the inlet manifold can often cause the motor to fill with water, so make sure you take a good look in there. A new starter motor will put you back £149.

4 The 3200 GT is oil thirsty, so ensure that the previous owner has been regularly changing the oil, perhaps even more so than is recommended by the manufacturer. It is also important that they have been using synthetic oil, preferably Selenia Racing oil – which is perfect for turbo V8 Maserati’s.

5 Another regular part of maintenance on the 3200 GT is the cam belt, which should be changed somewhere around every 18,000 miles. Check to see when the belt was last replaced. Another problem can occur due to the necessity for the regular changing of the cam belt regarding the radiator. The Maserati radiator is actually quite robust, but the changing of the cam belt can aggravate the joint between the lower water pipe and the side tank, sometimes causing it to crack.

6 On the inside things should be looking pretty good as the interior is pretty hardy, although the lighter leather may be looking a little grubby. If things are looking shabby, then there is a good chance the vehicle hasn’t been looked after properly and the checks you make need to be even more extensive.

7 The tires and bodywork should be in good shape, but then considering the performance capabilities of the 3200 GT it can be predicted that even the hardiest of tires may have had a rough ride and the body may have had a few bumps and bruises, so keep an eye out. Pay particular attention to the rear tyres which are the most likely to be looking worn.

8 Probably the most important factor when checking out a 3200 GT is what the service history is like, you should be looking at a fairly extensive list, if not you have to question the honesty of the seller and the quality of the vehicle. Depending on the mileage you should probably be seeing new brake discs and pads, cam belt changes and multiple oil changes.

OUR VERDICT

It takes a lot to be an owner of a Maserati 3200 GT. You need money, you need patience and you need a pretty high standard of driving ability to get the best out of the Italian speedster. If you have these things then yes, the 3200 GT is a great investment which will almost definitely fulfil your driving needs, providing fun, adrenaline and speed for fairly expensive running costs. What if you don’t really have those things? Then maybe it’s best to look for a slightly less expensive, less troublesome, less difficult, nippy little speed machine.

WHY SHOULD I BUY ONE? The first Maserati made under the then new owners Ferrari in 1998, the Maserati 3200 GT was designed to score high in the looks department in homage to the 1957 3500 GT, and score high it did. The boomerang styled rear lights and departure from the previous square like styling of preceding Maserati’s ensured that, as far as aesthetics went, the 3200 GT was more than pleasing. There is no denying that the manual gearbox of the earlier models was unrewarding, and the throttle rather sensitive, but with the right level of driving ability the GT can be tamed into becoming one of the most exciting driving experiences around.

MASERATI GHIBLI REVIEW

Maserati

Giorgetto Giugiaro declared it one of his greatest creations; Henry Ford II was the first man in America to own one; and just 125 examples were built. The Maserati Ghibli Spyder was a trendsetting masterpiece that ushered in a new era of waist-high supercars.

Henry was famous for using his Ghibli for commuting to Detroit and would brazenly park it outside in the staff car park. When confronted by a Ford designer about his Maserati ownership, Henry’s response was simple "That Ghibli will only disappear from my parking space when you’ve designed me a Ford that looks just as good."

Now, 44 years on from its launch, the Spyder has matured into a demigod of classic car design, with good examples changing hands in excess of £200,000. The Ghibli’s low slung body, chiselled good looks, free flowing lines and long, long, sloping bonnet offer an idealist vision of a classic grand tourer.

It’s almost impossible to think that it took a young Giorgetto Giugiaro – then working for Ghia coachworks – just three months to design it. The coupé was an instant hit when it was unveiled to the world at the 1966 Turin Motor Show; it was a bold step and provided proof that Maserati was no longer in the business of playing down the looks of its cars.

The Spyder appeared two years later, in 1968. The bodies were manufactured at Ghia and then assembled at the Maserati factory in the same assembly lines as the coupés. Rumours that the Spyders were originally built as coupés, and then modified at Carrozzeria Campana, where quickly rejected by Maserati.

The Ghibli’s five-year production run saw Maserati build 1149 coupés, but just 125 Spyders were built. However, despite the limited number, the Spider represented a massive step forward for Maserati; it had produced an enigmatic classic that would go on to be voted as one of the best looking cars of the century; evidence that Giorgetto had little trouble matching Leonardo Fioravanti when it came to designing beautiful GT cars.

Our Ghibli Spyder was built in 1970, and first sold in the USA before it was shipped to the UK in 1980. It has covered just 35,000 miles in the past 44 years, which makes it a rare and desirable example of GT nostalgia. Swing open its sleek driver’s door and you’re confronted with an interior that’s meticulously well presented. The cabin is decorated in swathes of red leather and as you climb inside, the deep, luscious seats embrace you like a long lost friend. They provide perfect balance between comfort and posture, making them ideal for long distance cruising.

Like its outer skin, the cabin is well sculptured, with symmetrical dials that peer out of the leather like blackened portholes. Being a 1970 example, this car features rocker switches in place of the toggles that featured on the early Spyders, which gives the interior a smarter, more uniformed appearance. The glovebox reveals a comprehensive history file containing information and invoices from renowned marque specialists.

Maserati. A replacement wiper motor here, a reconditioned gearbox there – we even found evidence of work involving recondition ing of the gearbox. This Ghibli has been well looked after, but all the work is testament to general wear and tear. Our investigations into the car’s history show, for the most part, this car is largely original and unrestored.

Turn the key and the V8 engine comes to life with a low, bassy rumble that’s almost lost in the early summer morning air; however, a quick dab of the deep-rooted throttle pedal is all that’s needed to provide a reminder of the 310bhp lurking beneath the bonnet. The 4.7-litre engine is the same version of the four camshaft V8 found in the Quattroporte, but with dry sump lubrication to achieve the bonnet line and improve the centre of gravity. Maserati claimed 310bhp, but never disclosed where the extra 20bhp came from that distinguished this engine from the one used in the Quattroporte.

Featuring a three-speed Borg Warner automatic transmission, the Ghibli requires a gentle but purposeful hand action to activate ‘drive’ and venture out onto the roads of Gloucestershire. The Ghibli utilises a tubular steel chassis featuring independent front suspension and a leaf-sprung live rear axle with single locating arm, which results in a lot of movement at low speeds. In fact, it bounces and hops along the uneven country lanes that surround Cheltenham, but things tend to even out when you find more agreeable asphalt.

Stretching out to more than 15 feet long, and six feet wide, this is a large car, but it doesn’t intimidate. Ironically, the interior is relatively cramped and being a six-footer I find that my head practically rises above the windscreen, which forces me to slouch my body unnaturally back into the seat, poke an elbow on the window frame and embrace the fully laid-back driving style that the Spyder demands.

Thump the throttle, and the V8 responds quickly as the Borg Warner ‘box drops a cog to facilitate the Maserati’s sudden injection of pace. The 4.7-litre V8 provides a wonderful bellowing soundtrack that booms out like an Italian opera star refining his vocal range. The engine reaches its peak at around 5500rpm, while maximum torque is delivered at a relatively lowly 4000rpm, ensuring plenty of mid-range pull.

At speed, the Ghibli is predictable and neutral in its handling, albeit with a hint of understeer. The biggest criticism lies with the power-assisted steering that lacks feel and, at times, leaves the wood-trimmed steering wheel feeling vague in the corners. It isn’t enough to spoil the driving experience, but its ambiguity takes some time to become accustomed to. Thankfully, the same cannot be said for the brakes, which are excellent thanks to twin-servo assisted ventilated discs with three pistons per caliper.

Hit the brakes and the Ghibli lurches to a sudden halt, as the soft springs play catch-up to the sudden lack of movement.

Unlike other cars of its era, however, the Maserati is also surprisingly easy to drive. You can just imagine powering it along a long sweeping coastal road on a glorious summer’s day, with period Van Morrison playing in the background.

VITAL STATISTICS

Ghibli Spyder

Engine 4709cc/V8/DOHC

Power 310bhp@5500rpm

Torque 341lb ft@4000rpm

Top Speed 168mph

0-60mph 6.4sec

ECONOMY 18mpg

Gearbox 3-speed automatic

MASERATI INDY TIPO AM116 SPORTS COUPE C REVIEW

Maserati

A significant newcomer to the Maserati range came in 1969 with the Indy, a name which had been well earned. Maserati has a great racing history and had won the Indianapolis 500 on two occasions, in 1939 and 1940, a fact which touched Ferrari's nerve since the Maranello concern subsequently mounted several failed attempts to win the '500' themselves. A 2+2 coupe, the Maserati Indy was built on a Quattroporte chassis, slightly shortened and with a wider track. Styled by Vignale, the Indy was a practical four-seater Grand Touring car with a generous internal luggage compartment - a hatchback - which found a world sales market and was capable of carrying four people in excess of 150 mph. First shown to the public on the Vignale stand at the 1968 Turin Motor Show, and officially launched by the Modena company at the 1969 Geneva Show, the Indy finally replaced the outdated six-cylinder Mistral and Sebring. Like the recently phased out Mexico, it was V-8 powered using four Weber carburettors, available in 4.2 and 4.7-litre forms, this time with the addition of a 4.9-litre as well. Not too dissimilar in looks with the headlamps raised to a Ferrari Daytona at the front, and perhaps to the Alfa 2000 GTV at the rear, the Indy featured retractable headlamps and power windows as standard, these cars capable of 155-160mph with manual transmission and the option of automatic and limited slip differential, 1136 cars being produced by the end of production in 1974.

MASERATI BITURBO REVIEW

Maserati

Maserati has produced some incredible cars over the years, but the Biturbo has long been the black sheep of the family. Is its reputation deserved? Read our buyers guide to find out.

If you want a glamorous badge, comfort and serious performance, but you’re almost potless, a Maserati Biturbo could be just the ticket. This grand tourer came in a bewildering array of guises, all of which offer performance and comfort aplenty, but running costs can be high, while good cars are less common than you might think.

The Biturbo debuted in December 1981 as a two-door coupé, with a 180bhp 2.0-litre twin-turbo engine. Available with left-hand drive only, it was joined by the two-tone Biturbo S in 1984. The first of the Biturbo-based four-door saloons, the 420 and 420S, debuted in 1984, also in left-hand drive form only and 2.0-litre engines.

A Biturbo Spyder concept designed and produced by Italian coachbuilder Embo was shown at the 1982 Turin show, but the production Spyder that appeared in 1984 was designed and built by Zagato, with a wheelbase shortened by 11cm. Initially this featured a 2.0-litre engine, upgraded to a 2.5-litre engine for 1985.

The 192bhp 2.5-litre Biturbo and 425 saloon reached the UK in 1986 with right-hand drive; the same year saw a choice of Weber-Marelli fuel injection or carburettors for the Italian market. The following year saw the demise of carburettors on Italian cars and in 1988 the UK followed suit. In the same year the 430 superseded the 425, with a 2.8-litre engine – the 2.8-litre 228 also arrived. This was a two-door coupé that was a longer, wider and taller Biturbo.

The Karif broke cover at the 1988 Geneva salon. Essentially a Spyder with a fixed roof, the car used a 245bhp 2.8-litre V6. The Biturbo’s engine was enlarged to 2.8 litres for 1988, and the car was renamed the 222E. At the same time, ventilated discs were introduced at the front and the Spyder was renamed the Spyder E. Two years later the fixed-head models were axed, but the Spyder soldiered on until 1994. Based on the Spyder floorpan, the Shamal is the hottest variant of all. Revealed in 1990, it was powered by a 325bhp V8; RHD UK sales began in 1992.

VITAL STATISTICS

Engine 2790cc/V6/DOHC

Power 248bhp@5600rpm

Torque 282lb ft@3500rpm

Maximum speed 142mph

0-60mph 6.6sec

Fuel Consumption 18-22mpg

Transmission RWD, five-spd manual

WHAT TO LOOK FOR

SUSPENDED BELIEF

Fuel injected models have six track rod ends, four of which wear quickly. Play in the steering means they’re due for renewal, at £500. Carburettor cars used solid discs all round, and the front ones can wear quickly, but injected cars have ventilated discs at the front, which are tougher. The handbrake mechanism is notoriously poor.

ELECTRIC AVENUE

Windows, starter motors, air-conditioning and warning lights can all play up. The fusebox is a printed circuit board, which burns out; it has to be repaired (for around £400) while the electric window winder mechanisms fail and they’re very scarce. Some cars had fused relays which pack up. Because the cooling system’s two fans are operated by these, blown head gaskets and potentially wrecked engines could result if there’s a failure. So if idling the engine for any length of time, make sure the cooling fans cut in.

AVOID ROTTEN LUCK

A non-galvanised bodyshell means rust is likely; early LHD cars rotted especially badly. Focus on the bottoms of the doors, the tail edge of the bootlid and the leading edge of the bonnet and front wings. The sills, wheelarches and trailing edge of the bonnet also rot, although the Spyder’s sills were reinforced so they’re less rot-prone. It’s rot in the bulkhead below the bonnet hinges that can kill a Biturbo; this can’t be repaired economically so it’s the most important check of all. Check the front valance/spoiler for damage. Later cars sit closer to the ground and the worst culprit is the Spyder.

V6: DON’T BE SCARED

The Biturbo’s V6 engine is strong if maintained. An annual oil and coolant change are essential, plus a timing belt replacement every four years; the latter costs around £500. Ensure the car has had synthetic oil. Rebuilding or replacing the twin-turbo V6 is expensive, so get an expert to check its health. Whether the engine is fuelled by carburettor or injection the costs are much the same; a rebuild is £8000 and a used engine £1000-£2000. Turbochargers last well but exhaust manifolds don’t and they’re no longer available.

AN OILY END

Check for oil leaks as gaskets fail, usually between each cam carrier and cylinder head. Inspect between the engine and bulkhead – it’ll be obvious if it’s wet with oil. Reckon on spending £160 to fix each side. With the car so low the sump can ground, so make sure it’s intact. There’s also a sensor on the crankshaft that gets bashed if the sump is grounded – hit it hard enough and the engine will grind to a halt. Exhausts rot through quickly so check that a stainless system has been fitted.

TRANSMISSION MISSION

Most Biturbos had a five-speed manual ZF gearbox with a dog-leg first gear; very late cars featured a Getrag unit. From 1985 a three-speed Borg-Warner auto was offered, upgraded to a four-speed ZF auto in the 2.8-litre models. Parts to overhaul the manual gearboxes are scarce or obsolete, but the autos can be rebuilt. A Sensitork limited-slip diff featured too, but there’s no breather system, so the diff overheats when the oil seals are blown out under pressure. A breather system is now available though. A diff rebuild costs £1200 but the crownwheel and pinion aren’t available. Check for oil leaks where the propshaft goes in and where the driveshafts come out. The propshaft feeds into the diff via a torque tube, in which the splines wear. Check for clonks when taking up drive. If the splines aren’t worn it can be fixed for £400, but once the splines are eroded it’s £900 to fix.

STEERING IT RIGHT

Power steering was fitted to all UK cars, apart from some early imports; check for leaks from the pinion seal on the rack. Carburettor cars have the rack mounted on rubber bushes, which will rot if the engine leaks oil onto it. This causes the rack to move on its mounts on the subframe, giving the impression of a worn steering rack, but it’s the mounting bushes that need replacing. Injected cars got solid mounts.

OUR VERDICT

The Biturbo range is an intriguing proposition thanks to its comfort, pace and rarity, plus that trident badge on the grille. Decent Biturbos are scarce and with patchy parts availability plus potentially high repair costs you have to buy with care; superficially good cars can actually be beyond saving.