The Maserati GranTurismo might be the best value in the Italian GT market right now. Somewhere between $25,000 and $60,000 depending on the version and condition, you get a Pininfarina design that still turns heads today, a naturally aspirated Ferrari-derived V8, genuine four-seat usability, and a soundtrack that nothing else in this price range can match.
Unlike the 4200 GT or the Quattroporte of the same era, the GranTurismo was designed from day one for daily use. That intention shows in its reliability track record — it's mechanically one of the healthiest Maseratis of its generation, as long as you choose the right example.
This guide covers every weak point, the key differences between versions, and exactly what to check before handing over your money.
The Basics: Which Version Should You Buy?
The GranTurismo ran from 2007 to 2019 and went through several meaningful updates. Understanding the differences before you start shopping will save you a lot of time.
The 4.2L V8 with ZF automatic (2007–2017) is the benchmark version. It strikes the best balance between drivability, everyday usability, and long-term reliability. The ZF 6HP26 gearbox mounted directly to the engine is a proven, durable unit that's essentially bulletproof with proper maintenance. Most long-term owners would buy it again.
The GranTurismo S 4.7L with the F1 robotized gearbox (from 2008) is more powerful and sounds even better, but the Cambiocorsa automated manual is less reliable than the ZF and less forgiving of hard city use. A well-maintained example can be excellent — but poorly treated ones are everywhere on the used market.
The GranTurismo S 4.7L with ZF automatic (from 2009) is what most knowledgeable buyers are looking for: more power than the 4.2L, a conventional automatic transmission, and better weight distribution. It's objectively the best all-around package the model ever offered, and the prices reflect that.
The MC Stradale and later Sport variants are more hardcore versions available exclusively with the robotized gearbox. Buy one only if you know exactly what you're getting into.
The bottom line: if reliability is your priority, go for the ZF automatic regardless of engine size. The F1 gearbox can be great, but it's far less tolerant of city driving and neglect.
What to Check Before You Buy
1. Service History — The Most Important Filter
The GranTurismo is mechanically sound, but it doesn't forgive skipped maintenance. A car with a complete, documented service history from a Maserati or Italian car specialist is a fundamentally different purchase than one with a spotty paper trail — even at the same mileage.
The timing chain setup is actually a positive compared to other GTs of this era: there's no belt replacement interval to worry about. That said, the tensioners and chain guides do wear over time, and an engine that's been running on cheap oil or going too long between changes will accelerate that wear. A chain rattle on cold start is a red flag.
Spark plugs — all 16 of them on the V8 — should be replaced every 30,000 to 40,000 miles or so. A neglected tune-up shows up as cold-start misfires and rough idling.
Oil changes need to be done with a full-synthetic high-quality oil (Mobil 1 5W40 or Ferrari-spec equivalent). The recommended interval is around every 12,000 miles or two years. An engine that's been properly maintained on this point can easily run past 150,000 miles without major issues — there are plenty of examples out there to prove it.
What to do: Ask for every invoice. Call the shops listed if you can to verify. Partial or missing history means serious negotiation or walking away.
2. The Gearbox — What Separates Good Examples from Bad Ones
This is the single biggest selection criterion on F1 gearbox cars.
On ZF automatic versions, there's not much to worry about specifically. The ZF is reliable and failures are rare if the transmission fluid has been changed periodically (which is often overlooked). Check for any available fluid change records and test the shifts across all driving modes.
On F1 robotized gearbox versions, you need to be more careful. The unit itself is more refined than what you'd find in the older 4200 GT or Quattroporte, but it's still sensitive to heavy city driving and a poorly managed clutch.
The key check: have a specialist measure the clutch disc wear percentage using a diagnostic tool. On a car with 30,000 miles, a clutch at 50% wear is actually a good sign — the car was driven properly. A clutch that's already been replaced at low mileage can be a sign it was abused.
During the test drive: try cold starts, slow parking maneuvers, and both Auto and Manual modes. Harsh jolts at low speed or hesitant responses point to a worn actuator or a clutch on its way out.
3. Skyhook Suspension — The Most Common Electronic Headache
The GranTurismo comes standard with Maserati's electronically controlled Skyhook adaptive damping system. When it works, it's excellent — a genuinely impressive balance of comfort and handling. When it fails, it can lock the car into full-stiff mode or leave a permanent suspension warning light on the dash.
The most common failures reported by owners: the suspension ECU dying, position sensors going bad, and shock absorbers wearing out. A new Skyhook ECU runs several hundred dollars, and factory replacement shocks are hard to source and expensive when you do find them — around $1,000 to $1,400 per corner. A lot of owners end up converting to aftermarket coilovers with electronic emulators that bypass the Skyhook system entirely, which permanently solves the problem.
What to do: Make sure no suspension warning lights are on. Test both Normal and Sport modes to confirm the system is responding correctly. If the suspension switches to Sport mode on its own, or the ride suddenly goes very harsh without input, that's a Skyhook issue. A full diagnostic scan before any purchase is strongly recommended.
4. Sticky Interior Buttons — The Universal Cosmetic Problem
This is something you're going to find on nearly every example, no exceptions. Maserati used a soft-touch rubberized coating on the buttons, switches, and trim pieces throughout the cabin. Over time, heat, UV exposure, and daily contact cause that coating to chemically break down. It turns tacky, then outright sticky, and eventually starts leaving black residue on your fingers.
On the GranTurismo, the worst-affected areas are typically the climate control buttons, center console switches, steering column stalks, and some door panel trim. Because the car still looks so modern today, worn interior controls stand out more than they would on an older design.
DIY fixes — alcohol wipes, household degreasers, acetone — usually make things worse. They strip what's left of the coating without restoring the finish.
What to do at purchase: Don't let this knock a good mechanical example off your list. It's entirely fixable. If the whole interior is affected, factor the restoration cost into your offer.
5. The Engine — What to Listen For
The V8 is genuinely one of the strong points of this car. Long-term owners consistently report few major mechanical issues on properly maintained examples, and cars well past 150,000 miles are not uncommon.
Oil leaks. Get the car on a lift if you can. Seeping valve covers and oil pan gaskets are common on older examples. Light seepage isn't necessarily a dealbreaker, but a soaked engine bay tells you something about how the car was cared for.
Startup smoke. A brief puff of white smoke on a cold start in cool weather is normal. Persistent blue smoke means oil consumption — potentially worn rings or valve seals worth investigating further.
Coolant system. Coolant leaks have been reported on older examples and aren't always obvious to spot. Check the level cold and look at the condition of the hoses. Overheating this engine is an expensive mistake.
Oil consumption. Unlike some German V8s of the same era, the Ferrari-derived engine in the GranTurismo doesn't normally burn oil when it's in good shape. Any noticeable consumption is a warning sign.
What to do: Start the car from cold if possible. Listen carefully for the first few seconds. Let it fully warm up and watch the temperature gauge. A proper test drive should be at least 20–30 minutes and include some hard acceleration to hear how the engine behaves under load.
6. Chassis, Brakes, and Tires
The GranTurismo weighs around 4,150 lbs. It's a GT first and foremost, but the wear items still take a beating.
The Skyhook shocks (covered above) are the most suspension-critical item. Ball joints and bushings are generally durable but should be inspected on a lift.
The brakes are substantial — large Brembo ventilated discs all around. Calipers can seize on cars that have been sitting or driven infrequently. Warped rotors show up as brake pedal pulsation under hard stops. Test both on the drive.
Tires wear faster than you'd expect given the car's weight and torque output. Don't count on more than 15,000–20,000 miles from a set. Fresh tires on the car you're looking at are a genuine plus.
What to do: A pre-purchase inspection on a lift by a trusted independent mechanic is still the best money you can spend before buying. A $150–200 inspection can save you from a very costly surprise.
7. Electronics and Minor Build Quality Issues
Beyond the sticky buttons and Skyhook, a few other things come up consistently.
The interior door pull handle on the passenger side is made of brittle plastic and breaks with some regularity — leaving the passenger unable to open the door from inside. Test both doors.
The parking brake cable can slip out of its mount on some cars, a factory fit issue. Test the parking brake during the drive.
The headlight washer jets leak on cars of this era and can't be repaired, only replaced. It's a minor annoyance but a common one.
The factory infotainment system — which owners have described with some affection as being roughly on par with a mid-2000s Peugeot — is often obsolete and occasionally glitchy. Replacement is doable but requires some adaptation work.
Seat memory and power adjustments are worth cycling through fully during your test.
What It Costs to Own
The GranTurismo is generally cheaper to maintain than the Quattroporte or 4200 GT, but it's still not an inexpensive car to run. Budget $2,000 to $4,000 per year depending on usage and the condition of the car when you buy it.
Common service costs to know going in:
Oil change + filters: $350–550 at a specialist. Spark plugs (all 16): $550–900. F1 clutch replacement: $1,600–2,800. Skyhook shocks OEM (when available): $1,000–1,400 each. Aftermarket coilover conversion (non-electronic): $2,200–4,500 depending on setup. Full tire replacement: $1,100–1,600 depending on brand.
How to Find a Good One
Prioritize cars with documented history at a Maserati, Ferrari, or well-regarded Italian car specialist. Owner forums — Maseratitude (French community) and MaseratiLife (English) — are genuinely useful resources for identifying trustworthy sellers and reputable shops.
The 4.2L ZF is the most accessible entry point and the most forgiving to own. The 4.7L ZF is the sweet spot for buyers with the budget. F1 gearbox cars are for buyers who know what they're looking at and have confirmed clutch condition.
Be skeptical of anything priced significantly below market. A GranTurismo at $18,000 with no recent service history is almost certainly a car that needs $10,000+ in deferred work.
Get an independent pre-purchase inspection before you commit. The cost is trivial compared to what you're spending — and what you could be walking into.
The Bottom Line
The Maserati GranTurismo holds up as one of the most well-rounded GTs of its generation. The engine is strong, the platform is solid, and owners who choose carefully and maintain properly tend to be genuinely happy with the car long-term.
Its weak points are real but manageable. The Skyhook needs attention, the interior trim degrades universally, and the F1 gearbox versions require more scrutiny at purchase. None of that is a dealbreaker on a good example.
The right car has a full service history, a healthy gearbox, a working Skyhook, and has been driven regularly rather than sitting in a garage for years. With that foundation, it's a car you can drive every day, get stared at everywhere you go, and sell without difficulty when the time comes.