Review of the Ghibli Cup carried out by AUTOCAR and published in the 2/4/97 edition

MODEL TESTED:	Cup
LIST PRICE:	approx £46,000 when last sold
TOP SPEED	153 mph
30 - 7O MPH:	4.8 sec
0 - 6O MPH:	5.6 sec
60 - O MPH:	2.6 sec
MPG:	27.6
For:	blistering performance, understated looks, rarity
Against:	awful driving position, gear change, a bit pricey

Do not take this Maserati Ghibli Cup lightly. If we tell you it is one of the most engaging sub £50,000 coupes currently listed within the price data at the back of this magazine, you will understand some of the story. But to realise the full significance of this car, you'll need to lift the bonnet and take a good look at the engine within. Because there you'll find the most highly tuned road car engine in production - a quad-camshaft 2.0-Iitre V6 that produces a scarcely credible 330bhp alongside 280lb ft at 400Orpm. It's the first new engine seen in a Maserati in the UK for two decades. Priced at under £50k, the Ghibli Cup has few obvious rivals beyond the one you can read about elsewhere in these pages, but as an understated alternative to more ubiquitous mainstreamers like the Porsche 911, it is foolishly ignored. Design & Engineering Five months from now, Maserati will unveil a curvaceous all-new Giugiaro- designed two-plus-two coupe at the Frankfurt motor show. So this "Cup" version of the Ghibli (which will soldier on alongside the new coupe for a while) is probably the final evolution of Maserati's long-in-the-tooth Biturbo series. It also happens to be the most powerful. Toting a 330bhp version of the beautiful- looking 1996cc 90deg V6, it has 165bhp per litre - the highest specific output of any production car on sale. Boosted by a pair of intercooled IHI turbochargers, it drives the rear wheels through a six-speed Getrag gearbox. To handle the extra performance, the Cup also gets the racer's four-pot Brembo brakes and shorter, stiffer springs for its (optional) four-way adjustable suspension. Aesthetically, the modern Ghibli has never matched its 1966 name-sake. Nevertheless, in Cup guise it takes a step in the right direction. The brutal flanks suit racing red, and the split-rim Speedline alloys, aluminium fuel filter, minimal badging and big-bore exhausts provide plenty of attitude. The cabin is improved, too, with a tough- looking combination of black leather, grey Aleantara and carbon-fibre complemented by drilled aluminium pedals and a superb Momo Corse steering wheel. But the ergonomics remain badly flawed, and despite recent strides to improve quality at Maserati, there are too many squeaks and rattles for a £46,000 super-coupe. The final evolution of rear-drive Biturbo is best yet. Charming - but looks, quality and cabin are no match for inspired powertrain *** Performance & Brakes To understand completely the magnitude of Maserati's achievement with the Ghibli Cup's 1996ce V6 twin-turbo engine, you need to look within the engine bays of cars as esoteric as the Bugatti EB110 GT and Jaguar XJ220. Both these true blue supercars use relatively small-capacity, highly tuned turbocharged engines that develop exceptional specific outputs of 157/155bhp per litre respectively. But the Ghibli eclipses both of them with a quite astonishing 165bhp per litre. What makes this fact all the more poignant is the unusually fine table manners Maserati's engineers have managed to instill in their engine. At crank speeds below 200Orpm it is true that the V6 is not especially happy, grinding and graunching in protest if the throttle is opened too wide too soon, but beyond this it's as well behaved as any other production turbo engine. And compared with the 2.8-litre V6 used in the Ghibli GT, lag is reduced slightly, the power seeping in more smoothly from 250Orpm and piling on in ever stronger chunks up to the 700Orpm cut-out. There is no doubt that the 2.0-Iitre V6 loses out on some of the deep-chested flexibility of the torquier 2.8, particularly in the high gears at low revs. In essence, by choosing the 2.0-Iitre engine you sacrifice some torque (down to 280lb ft from 317) and unleash a further 50bhp instead. But the gains in engine smoothness and boost progression, not to mention outright acceleration above 4500-500Orpm when the V6 really starts to sing, are well worth it overall, we feel. Not to mention the extra aural delights that the 2.0-litre lump provides, both at idle (when it burbles menacingly) and at high revs, when there's a subtle but distinct howl that its bigger-capacity equivalent couldn't hope to replicate. The raw numbers make fairly impressive reading, too. Although it struggles to put its ferocious 330bhp down neatly off the line, the Ghibli Cup matches the 2.8 GT blow for blow from 0-60mph with a time of 5.6see. But from 30-70mph it screams away, with a punishing time of 4.8see compared with 5.2sec. And it takes just 3.4sec to hit 100mph, signing off the standing kilometre at 133mph and 25see dead, again fractionally ahead of the GT. Undoubtedly the Cup's extra gear ratio gives it a leg up as far as sprinting is concerned, but given that the change quality is neither as accurate nor as light as we'd have liked, the advantage is not as great as it seems. No, the lion's share of the Cup's fiercer pace is down to that fantastic 2.0-litre engine. Considering the Brembo-developed brakes have a 1424kg kerb weight to haul down from high speeds, the strength and progression with which they operate is beyond serious criticism. Blistering mid-range punch; shame about turbo lag and poor gearshift **** Handling & Ride It seems hard to believe that the same bunch of engineers responsible for the misguided Quattroporte also conceived, developed and eventually signed off the chassis of this car. Other than the badge on the nose, there is little similarity between the two. Not that the Ghibli Cup is entirely without its handling and ride vices. On wet roads, for example, the combination of a shortish wheelbase and 330bhp in a rear- wheel-drive car that's always game to be driven hard can require some skilled persuasion to keep pointing in the desired direction. But by and large the Cup's chassis (consisting of struts at the front and a multi-link axle at the rear, with an anti- roll bar at each end) is surprisingly well behaved. And unlike other Maseratis of recent times, it boasts a quality of ride that varies from acceptable to half decent, depending on which setting is dialled into the electronic dampers (a highly advisable £1500 option) at the time. But what truly distinguishes the Ghibli Cup from most other road cars on sale is its power steering, which is a joy. Since the demise of the Porsche 968 Club Sport we've been waiting patiently for another front- engined, rear-drive coupe with wondrous steering to appear, and now the waiting is over. And if the trade-off is a little too much kickback over really rough surfaces, the fact that you feel every grain of every ripple in the road's surface as it passes beneath the front Michelins is more than worth the sacrifice in our book. This side of a Lotus Esprit GT3, you'll simply not find a more communicative or involving helm. It is a pity, then, that Maserati has failed to dial a decent level of high-speed body control into the Cup's chassis. Over smooth roads the problem doesn't arise because the suspension is rarely taxed to its limit, but over typically rutted English B-roads the degree of control is not as good as it could be. In severe circumstances the only solution is to back off or find a more appropriate road to drive on. Otherwise you'll soon find the nose thumping into the floor or, worse still, the front wheels momentarily leaving the ground as the suspension fails to cope with the terrain. Fabulous steering, but high-speed body control could be improved**** Economy You don't expect hatchback style economy from a car with 330bhp and a Maserati trident mounted proudly on its nose, but looks - in certain circumstances - can be deceptive. It is true that if driven hard the Cup's 2.0-Iitre V6 will devour 98-octane unleaded at a ferocious rate, recording as little as 10-12mpg in the worst scenarios, as well as a mildly concerning 18.2mpg overall. But thanks to a sixth ratio that pulls a fairly relaxed 25mph/100Orpm, and an ability to trundle down a motorway without using much turbo boost, it can turn in some surprisingly frugal runs; witness the respectable 28.2mpg touring route result. This provides a fine 500-mile range on the 18-gallon tank. Thirsty in extremis, but not as bad as you'd imagine on motorways*** Comfort, Equipment & Safety There is no excuse for the Ghibli Cup's atrocious driving position. Truth be told, it is the worst aspect of the car, which says as much about the rest of the package as it does about the driving environment itself. The problem is one that used to afflict all Italian cars at one stage, whereby the wheel, despite multiple adjustments, cannot be brought near enough to the driver in relation to the rest of the controls. Equally, the pedals are positioned too high in the footwell and the front seats are sorely lacking in lumbar and lateral support. This is a pity because with the Cup, Maserati has found the happiest blend of styling yet as far as the car's cabin is concerned. Purposeful-looking fake carbon fibre shrouds most of the dash and interior door skins, and the remaining combination of black leather and black Aleantara suede works well, even if the numerous squeaks and rattles from various bits of the interior are a disappointment. The Ghibli is also one of the few super-coupes that has a decent amount of room in its rear seats, so long as you're prepared to accept the awkward entry and egress. Behind these is a 420-litre boot that is as spacious as any reasonably sized saloon's. Highly priced the Ghibli may be, but to be fair it is also well equipped. Leather seats, air con, electric seats and a CD autochanger are all included in the price. Although the brakes have anti-lock, vital safety points are lost for the absence of pre-tensioned seatbelts and airbags. Stylish, well-equipped cabin is spoilt by poor quality and awful driving position** Market & Finance Banish thoughts of vertically depreciating Maserati Biturbos. Meridien, the Hampshire-based importer who distributes UK Maseratis, claims it has the residual values of today's model line-up well under control. It freely admits early models were a disaster, a state of affairs it blames on poor build quality, oversupply and high list prices, but nowadays sensible pricing, professional marketing and a much improved product line-up is bringing depreciation under control. The distributor claims most early, well maintained, average mileage Ghiblis will make about £30,000. An 18,000-mile 92K Spyder, by the way, made £25,000 recently, as much as it made two years ago when Meridien last sold it. Is it spinning us a yarn? We don't think so. The Ghibli has the price, quality, ability and character to pass as an alternative to the BMW M3, a model Meridien says it frequently sees in part-exchange (that and Porsche 911s, Honda NSXs, even Ferraris). And the ever-deepening association with- Ferrari can only help matters. Then there's the determination to match supply and demand by ordering only sold cars from the factory. It says the previous distributors went badly wrong by flooding the market and thinking they could make a quick buck. Meridien says there are about 170 used Ghiblis in the UK and plans to sell no more than 70 new ones each year. One drawback with Ghibli ownership is the lack of dealer support. There are four in the UK (Perth, Manchester, Romford and Bournemouth) and six service outlets. But apparently many customers prefer Meridien itself to collect their car and service it. Still a brave choice but benefiting from more professional marketing now*** The Autocar Verdict The Maserati Ghibli Cup is heralded as something of a faith restorer around here. Although it's not without its faults, it nevertheless possesses sufficient old-fashioned soul and character to make even the most cynical non-believers sit up and pay attention. Its 2.0 litre twin-turbocharged V6 engine is undoubtedly its strongest asset. The fact that this unit boasts the highest specific output of any contemporary production road car engine is eclipsed only by the knowledge that it is also tractable and well behaved. And when the right occasion presents itself, there can be few sub £50,000 coupes that offer as much bang for your buck as this one, especially since the experience is underlaid by one of the most charismatic leather trim soundtracks available in any car on sale in 1997. But unlike so many recent Maseratis before it, the Ghibli Cup's act is not a one-hit wonder. The chassis plays an unusually strong supporting role to the engine by indulging the keen driver with a level of involvement that is all too rare these days. The steering is worthy of the highest praise, and accompanying this are a fine level of grip and a much-improved ride by Maserati standards. Even the brakes are up there among the best. As you'd expect from a car wearing the trident on its flanks, however, the Ghibli's many undeniable strengths are accompanied by a number of irritations that somewhat spoil the overall picture. Of these, the driving position is easily the worst. Quite why Maserati still can't design a decent driving environment for any of its cars remains beyond us, but in this instance it proves especially frustrating because the rest of the car is, comparatively, so good. The other aspect that lets it down, though not by as big a margin as in the past, is the quality. Any brand new car that rattled and squeaked as much as this one would drive an owner to distraction, but when the price tag is this high there is no excuse. Despite recent improvements to the quality of its cars, Maserati still has a way to go to match the best. But when the fundamentals are this desirable, this correct, such glitches are no longer disastrous. Mechanical Specification

Engine
Layout	6 cyl in vee, 1996cc
Max power	330bhp at 6800rpm
Max torque	280lb ft at 4000rpm
Specific output	165bhp per litre
Power to weight	231 bhp per tonne
Torque to weigh	197lb ft per tonne
Installation	front longitudinal, rear-wheel drive
Construction	alloy head and block
Bore/stroke	82.0/63.0mm
Valve gear	4 per cyi, dohc per bank
Compression ratio	7.6:1
lgnition and fuel	Weber Marelli multi-point injection, twin IHI turbos
Gearbox
Type	6-speed manual
Ratios/mph per 1000rpm	lst 4.22/5.0 2nd 2.67/9.56 3rd 1.71/12.5 4th 1.26/16.9 5th 1.00/121.3 6th 0.85/25.0
Final drive	3.45
Brakes
Front	307mm ventilated discs
Rear	316mm ventilated discs
Anti-lock	yes
Suspension
Front	struts, coil springs, anti-roll bar
Rear	mult-link coil springs, anti-roll bar
Steering
Type	rack and pinion, power assisted
Turns lock to lock	3.0
Wheels and Tyres
Wheel size front	8JX17in
Wheel size rear	9Jxl7in
Made of	cast alloy
Front tyres	215/45 ZR17 Michelin Pilot MXXV SX
Rear tyres	245/40 ZR17 Michelin Pilot MXXV SX
Spare	Tube of sealant
Maximum Speeds
6th	153mph/6150rpm
5th	149/7000
4th	118/7000
3rd	87/7000
2nd	56/7000
1st	35/7000

Accelleration
True Speed (mph)	Sec	Indicated Speed (mph)
30	2.3	32
40	3.2	43
50	4.2	54
60	5.6	64
70	7.1	74
80	9.0	85
90	10.9	95
100	13.4	106
110	16.1	116
120	19.1	127
130	22.9	138
140	28.3	149

Accelleration in gears (sec)
mph	6th	5th	4th	3rd	2nd
10-30				7.2	3.9
20-40	17.8	14.1	9.4	5.6	2.6
30-50	17.4	11.8	7.8	4.2	2.1
40-60	17.2	10.4	6.0	3.3
50-70	14.7	9.2	4.9	3.1
60-80	11.0	7.3	4.6	3.3
70-90	9.1	6.4	4.6
80-100	8.9	6.6	5.2
90-110	8.8	7.0
100-120	9.2	7.6

The Small Print: Autocar 1996