Very interesting article, but there were a few points that I noticed that probably mean I’m a pedant:
Not sure where you got your performance figures from, but the 222 4v should be faster from 0-60mph than the 430 which is heavier and less powerful.
Fuel injection was introduced in limited official Maserati production before the 222 was launched, there were a very limited number of Biturbo i and Spyder i cars produced. In addition, a U.K. based company called Trident Enginering developed an aftermarket fuel injection system before Maserati made it mainstream. This was offered as a conversion to cure associated problems with the carburettor setup and hot starting issues but was very expensive.
The 222 SE wasn’t designed by Gandini, it was merely a 222E with the 2.24v bodykit (deeper front and rear bumpers, exhausts exiting through the bumper rather than under it, side skirts and usually the Shamal style wheels). The Gandini redesign came later on with the introduction of the Racing, 222 4v and 430 4v, and is characterised by the spoiler at the base of the windscreen and projector headlamps. In the case of the 2.24v and 4.24v which had earlier iterations, the Gandini revised versions were often referred to as “Restyling” or “Series 2”, and the Spyder is sometimes known as the “Spyder iii”. At this point the 222SE became the 222SR and was sold alongside the 222 4v as a milder version with the 18v version of the export market 2.8 litre engine and offered automatic transmission as an option (the SR name highlights the fact that the model was fitted with the electronic suspension: “Sospensione Regolabile”)
There was never a Biturbo SE, you are confusing this with the ES (Export Sport as opposed to Special Equipment). This was the export version of the Biturbo S and later Si and featured 2.5 litre engine rather than the 2 litre of the domestic version. The S saw the introduction of inter cooling and was fitted with NACA ducts in the bonnet to feed the horizontally mounted inter coolers on either side at the front of the engine bay. The later 2.24v onwards featured front mounted intercoolers and rear wards facing bonnet vents which acted as extractors rather than to feed cool air to the intercoolers as on the S and Si of Biturbo and 420.
Zagato never made bodykits, it was Zender in Germany that made bodykits and these were commonly fitted to U.K. Biturbos to boost sales early on.
The electronic suspension was first featured on the domestic model, the 2.24v. It was not offered on the 222 until it became the 222SR and 222 4v.