The impossibly glamorous world of the supersaloon

The fastest four-doors from Facel to Ferrari

The supersaloon was born in the late 1950s and represented a new class of four-doored exotica aimed squarely at a new international elite.

These business leaders, politicians and entrepreneurs wanted something extraordinarily fast and extravagantly luxurious in which to move between high-powered meetings and country resorts – and they got it in the form of these European-built classics that were usually powered by inexpensive American V8s. 

Most were produced in small volumes and all came with high price-tags, but that is hardly the point. The true supersaloon, like its owner, exists in a parallel universe and doesn’t have to adhere to the world’s usual mundane rules. 

1. Maserati Quattroporte

 1963-’70, 679 built, 140mph

The 1963 Maserati Quattroporte defined the supersaloon: a boxy but authoritative sedan, powered by a detuned quad-camshaft Le Mans V8, 4.2 litres at first and later 4.7 with up to 140mph, depending on gearbox choice.

It had lozenge-shaped lights and a de Dion axle to 1965, thereafter quad headlamps and a beam axle with no apparent ill effects on ride or handling.

The Quattroporte had the widest tyres of any production saloon in its day and was the fastest four-door car in the world, favoured by the likes of Peter Ustinov, the Aga Khan and even Leonid Brezhnev.

Maserati Quattroporte (continued)

The shape was the work of Frua and looked assertive and dignified, but not quite beautiful. The interiors were nicely crafted, always with power windows and often air-con.

Power-assisted steering with the manual gearbox is the favoured specification, but far too many have been destroyed to make 450S replicas. There were four-door Maseratis in the ’70s, ’80s and ’90s, but perhaps only the current car has captured the aura of the original.

2. Iso Fidia

1967-’75, 192 built, 140mph

The Fidia, known initially as the S4, was the first real challenger to the Quattroporte and in many ways a more modern and better-packaged car.

The Ghia body, the work of Giugiaro during a stint as chief designer, had presence if not beauty. It also boasted the world’s biggest production windscreen.

Iso Fidia (cont.)

Ghia’s build quality was so bad that Piero Rivolta took the job in-house and renamed it Fidia in 1968. All had 5.3-litre Chevy engines to ’73 and 5.7 Ford power thereafter, with few other changes.

Inside, these cars were nicely detailed, but the fuel crisis, Iso’s financial woes and the fact that you could buy a more accomplished Jaguar or Mercedes for less money scuppered the Fidia’s chances.

3. Lagonda Rapide

1961-’64, 55 built, 125mph

The DB4-based Rapide was conceived by a team that didn’t want to design it (John Wyer left Aston over the Rapide) and built by a workforce that didn’t have time to build it. Worst of all, it was launched into a market that didn’t want to buy it: rarely has such apathy surrounded a car.

Had the much cheaper Jaguar MkX not stolen its thunder in ’61, the £5500 Rapide would barely have had a rival.

Lagonda Rapide (cont.)

There was some resistance to its curious nose, but overall the Touring-styled alloy body was elegant.

Technically, the Rapide was in advance of the DB4 with a Solex-fed 4.0-litre ‘six’ and de Dion rear. Aston Martin finally accepted defeat and dropped the name for 10 years, although one Mk2 was built with a different grille.

4. Lamborghini Faena

1978, 1 built, 150mph

As far as we know, this not entirely happy creation from the studio of Pietro Frua was the only four-door Lamborghini before the 2008 Estoque concept.

It was a curious car in that it was based on a second-hand Series II Espada from 1970/’71, but didn’t make its show debut until 1978, just as production of the Espada was coming to an end.

Lamorghini Faena (cont.)

Seven inches longer in the wheelbase than the standard car to boost rear legroom, the intriguing Faena was an ungainly 18ft hatchback.

Commissioned by a Swiss – and sold to another in the 1980s – it is rarely seen. Pictures from Lambo’s archive suggest that the firm was thinking about a four-door Espada.

5. Monica 560

1971-’75, 35 built, 148mph

The Facel-inspired Monica – named after the wife of patron Jean Tastevin – was a victim of slow development and bad timing.

Tastevin admired British cars and hired engineer Chris Lawrence to design the new saloon in the mid-’60s. It was originally to use Ted Martin’s 3.0-litre V8, but worries about the race-bred engine’s reliability led to the adoption of Chrysler V8s.

Monica 560 (cont.)

The chassis was a semi-spaceframe with de Dion rear axle, while inside it had all of the trappings of luxury including temperamental electric door catches.

The launch was delayed until ’73, just as the fuel crisis hit: suddenly a £14,000, 13mpg Monica was bad news.

6. Aston martin Lagonda

1977-’90, 645 built, 145mph

It’s fashionable to snigger at William Towns’ razor-edged Lagonda these days, but in ’76 it saved Aston Martin: the 170 deposits taken at Earls Court that year pulled it back from the brink.

Buyers weren’t to know that their cars wouldn’t be ready until 1979 because of problems with the high-tech electronics.

Aston Martin Lagonda (cont.)

Embarrassingly, the first Lagonda broke down in front of the assembled hacks on delivery to Lord and Lady Tavistock and was then followed almost everywhere by a covered wagon in case it disgraced itself again.

Not as fast or as roomy as you might think, but capable and, when working, the digi dash and touch-sensitive controls were fun. Aston tried to answer criticisms with a stillborn twin-turbo, while Tickford did three fairly hideous stretched versions.

7. Monteverdi 375/4

1971-’77, c50 built, 149mph

More a hot-rod limo, the 375/4 qualifies because it’s so esoteric, and beautiful – few saloons carry their size so lightly. Styling was “by” Peter Monteverdi, with Fissore’s input.

Monteverdi 375/4 (cont.)

The 375 chassis was stretched 20in for a stately cabin. Monteverdi hoped the Swiss government would use his cars, but it stuck to Merc 600s and most 375/4s went to the Middle East.

The ultimate prize for students of the supersaloon.

8. De Tomaso Deauville

1970-’88, 244 built, 144mph

The Deauville is the only De Tomaso a gentleman of taste and discernment can consider, although it is possibly the least appreciated. An almost shameless, well, let’s say homage to the Jaguar XJ6, it was designed by an American working for Ghia called Tom Tjaarda.

It used a Ford Mustang V8 (although the prototype had a supposed overhead-cam Ford V8 that was likely one of Mr De Tomaso’s flights of fancy) plus many Ford components.

De Tomaso Deauville (cont.)

Early Deauvilles, although sumptuously trimmed in soft Italian leathers and suedes, sported hideous steering wheels that were taken straight from a ’70s Ford.

They were quick cars – 0-60mph in 7.2 secs – with good handling (the rear suspension was a near XJ6 clone, too), but never attained the levels of sophistication in terms of build quality and refinement expected of mass-produced rivals.

The Saatchi brothers of advertising fame were great fans and had one each, plus a one-off station wagon was built for Mrs De Tomaso. The capable chassis lived on under the De Tomaso Longchamp/Maserati Kyalami.

9. Ferrari Pinin

1980, 1 built, 150mph (est)

The Quattroporte meant there was little need for a four-door Ferrari, but in 1980 this Pininfarina show car was a real possibility.

Clean and sober, with flush glazing and cutting-edge lights, the Pinin was built to mark the carrozzeria’s 50th.

Ferrari Pinin (cont.)

The underpinnings were Ferrari 400i, but behind the egg-crate grille was not a V12 but the BB’s 5.0-litre flat-12.

Pininfarina sold the car to Belgian dealer Jacques Swaters, who made it a runner.

10. Facel Vega Excellence

1958-’64, 152 built, 125mph

Built at the behest of the French government, which wanted an impressive car for diplomatic situations, the Excellence was slow to enter production.

There were problems with the doors, too: with no centre pillar, they were difficult to keep closed – and to open, because of chassis flex. 

Facel Vega Excellence (cont.)

There was little room in the back, too, considering the car’s bulk, and de Gaulle couldn’t come to terms with the US Chrysler engine.

Still, the cars were used by French diplomats, along with the King of Morocco and stars such as Ava Gardner.