If the Maserati Quattroporte III of the 1980s was a caffé lungo, the much anticipated fourth generation of Maserati’s four-door saloon was an espresso. What it lacked in outright engine capacity compared to its 4.9-litre V8-powered predecessor, the Quattroporte IV of 1994 more than made up for in the zingy way it delivered the power from its twin-turbo V6 engines.
Italians were initially offered a 283bhp 2.0-litre V6 motor in their Quattroporte IV due to local taxation that made the larger 2.8-litre V6 prohibitively pricey. However, Maserati relented and sold the 280bhp 2.8-litre motor in its homeland from 1995 onwards. If the smaller engine delivered like a double espresso in power, it fell a little short on torque, so the rest of the world didn’t miss out. And anyway, when the 2.8 V6 was good for 0–60mph in 5.9 seconds with either the six-speed manual gearbox or four-speed auto, and 162mph top end with the manual ’box, few were going to gripe about its get up and go.
That sort of pace put the QP IV right into combat with the best of Europe, namely the BMW E34 M5, the Jaguar XJR, and the Mercedes-Benz 500E. A tough crowd to mix with, and Maserati didn’t make it easy by pitching the launch price of the Quattroporte at £58,000 in the UK, which was about a third more than the price of the more powerful, roomier Jaguar.
Then again, Quattroporte customers probably weren’t even thinking of alternatives. They simply wanted the Marcello Gandini–styled saloon and nothing else. Under that sleek yet aggressive styling was a lengthened Ghibli II floorpan, with MacPherson strut front suspension and independent rear suspension. Brakes were by discs all-round, while 16-inch alloy wheels were used front and back. The overall drivetrain package wasn’t particularly radical, but it had been honed through the Biturbo models, and the QP dealt with bumps a bit more soothingly.
Inside the Quattroporte, Maserati didn’t hold anything back, and the car was trimmed out in Connolly leather and elm burr veneer, plus the trademark Maserati clock in the centre of the dash. While it might have missed some of the elegance of its Jaguar rival and the rear seat space of the Mercedes, the Italian had plenty of character and comfort.
When Maserati’s parent company, Fiat, turned over control of the sporting firm to Ferrari in 1997, it led to a revamp of the Quattroporte that resulted in the Evoluzione model. This saw a raft of changes to improve quality, but the existing engine lineup remained, along with the same 3.2-litre V8 used in Maserati’s new 3200 GT coupe. This twin-turbo V8 delivered 330bhp in the Quattroporte, down form the GT’s 370bhp, but it was still good enough for 0–60mph in 5.0 seconds and 170mph all in.
Yet even with this new life breathed into the Quattroporte IV range, the car reached the end of the line in 2001, after a total of 2400 had been built since its 1994 introduction. A mere 730 were the later Evoluzione type, and only a handful were produced in right-hand drive. However, such rarity is not reflected in sky-high values, so picking the Quattroporte IV over its more common rivals will cost around the same as Ghibli II or 3200 GT.
What’s a Quattroporte IV Like to Drive?
The fourth-generation Maserati Quattroporte, codenamed AM337 by the factory, gives off all the right signals to being a luxury, high-speed cruiser with sporting intent: the flush-fitting door handles, the rake of that rear wheelarch by Gandini, and the wheels that fill the arches just so. Open the door and you’re greeted by all that wood and leather, and a driving position that is decent to boot. If you’re demoted to the rear seats, there isn’t enough knee room for adults, but kids will be fine in the same way they would in BMW’s E36 M3 saloon. As for luggage space, the Quattroporte can cope with a couple of cases and small bags, so it’s fine for the class of the time.
Fire up the engine and the V6s have a typically V6 note that’s not dissimilar to that of a Ford Capri 2.8i, and we mean that in a good way. There isn’t a lot to give away the twin turbos by sound, but you definitely feel them coming into play above 3000rpm. There’s no great surge – more of a linear shove that is well suited to the four-speed automatic gearbox. Find one with the six-speed manual, and the shift is not the slickest. Either way, the QP is happy when cruising on the motorway, albeit with a bit of wind whirr from around the screen and door mirrors.
It’s much less impressive when you want to explore its sporting side, however, which is rather the point of this saloon. Where a BMW M3 or M5 feels more and more like a car tailored to your needs as you push harder, the Quattroporte loses its composure. There’s none of the creamy smoothness over bumps you get with a Jaguar XJR, while the handling demands your full attention even on dry roads to make halfway swift progress. Press hard on the throttle a touch too early and the rear wheels will step out of line quite suddenly, and there’s no traction control to help out. Luckily, the steering is quick-acting to give you a chance at correcting this.
The later V8-powered Quattroporte IV is a more composed machine, which is a welcome relief given its superior power and performance. However, it’s still not as polished as the E39 BMW M5 of the same period, which is quicker, nimbler, and a whole league better at being a luxury sports saloon.
How Much Does a Quattroporte IV Cost?
These Italians don’t come up for sale often, so if you’re in a hurry to own one, you will probably have to take what’s on offer. However, if you are prepared to wait, prices are on a par with those of the Ghibli II, so you’ll pay around £6000 for a running car that needs attention to a number of minor problems and potentially a repaint to make it more presentable.
A better bet is a car at the £10,000 mark that is in reasonable shape and should be capable of regular use while you also spend some time and money improving it. Or, for not a lot more, you could have a Quattroporte IV in good condition for £15,000. The very best of the V6 cars will fetch £18,000, while the more desirable and rarer V8 can touch £20,000 for the smartest examples.
What Should You Look for When Buying a Quattroporte IV?
Dipping your toe into Maserati ownership can be daunting even for those used to some of the more fragile Italian cars. The biggest worry with any Quattroporte IV is poor previous maintenance, so a bulging history folder will be a welcome sight with any example you are thinking of buying. A leaf through this should show the car has been properly serviced every 6000 miles, with major services at 24,000-mile intervals. With low-mileage cars, look for an annual service and major inspection at four-year periods.
Another key piece of information to look for is the cam belts of the V6 engines being changed every 24,000 miles and the timing chains at 48,000 miles. With these items done, the engines are pretty strong and reliable, though the alternator is a known weak point and can stop charging. This can lead to numerous electrical glitches that some might attribute to Italian frailty, but a rebuilt alternator and new battery are likely to cure almost all electric ailments, including an engine warning light that can come on and go off with no obvious cause.
With the bonnet up and your head in the service records, check that the Quattroporte’s radiator isn’t leaking. It’s another well-known problem with these cars. Any signs of spilt or sprayed coolant should alert you to this work being required, so budget for a rebuilt radiator. Beyond this, a well-maintained Quattroporte should run well, as the gearboxes are strong and the rear differential comes from a Ferrari 456, so it is not under any great strain in the QP, even with the V8. That engine’s belt and chain services are just as import as the V6’s, but the service intervals are marginally longer, at 31,000 and 68,000 miles. A bigger worry is if the engine’s crankshaft suffers from front end float, which will get you for a £7000 bill to put it right.
Corrosion should not be too much of an issue with a QP IV, unless it has spent its whole life outside. It’s still worth inspecting the underside closely, as well as the door bottoms, sills, wheelarches, and around the front and rear screens. Also keep an eye out for paint lacquer peel, which is common, and means a partial or full respray is needed to fully cure the issue depending on how severe it is. Check that side windows work smoothly, as they are prone to stripping their lift mechanism.
Worn suspension, brakes, and damaged wheels are to be expected on cheaper Quattroporte IVs, but all of these components can be replaced either by a competent mechanic or a confident owner at home. The adjustable damping of the QP IV offers four settings, and the system can throw up a red warning triangle on the dash when it’s not happy with the world. Make sure all are functioning correctly, as a new front pair cost more than £1400 and rears are £700 for a pair plus fitting.
Looking at the interior of the Quattroporte IV, you’ll find a lot of Connolly leather and wood veneer. Splits and wear in the leather can be repaired, and time with hide repair and care products should bring back most seats and interior bits. Damaged wood can also be repaired, though this can be expensive. Although the QP IV has far fewer gadgets to go wrong than later Quattroporte generations, be sure all of the cabin’s electrics work.
Which Is the Right Quattroporte IV for You?
If you want a right-hand-drive Quattroporte IV, you have a very small pool of cars to choose from, as so few were sold new. If you’re happy to drive a left hooker, your options are considerably broader, and UK-based buyers could look to import from Europe or even further afield if the car is good enough to warrant the expense.
The 2.0-litre V6 model is most common in Italy, though it was sold elsewhere. It has fractionally more power than the 2.8, but less torque, so it’s not quite as at ease when cruising or dealing with rolling countryside. For this reason, we’d take the 2.8 V6 with an automatic gearbox as the best bet for daily use or regular longer-distance driving. If you want something for Sunday morning blasts, the 2.8 with six-speed manual is the one to have.
The 3.2-litre V8-powered Quattroporte and its Evoluzione development offer more assertive acceleration and a better drive, but its higher running costs and scarcity restrict its appeal to a narrower section of buyers.
