The first-generation GranTurismo's Ferrari-built V8 is its heart, and it rewards a shop with Ferrari-adjacent engine knowledge. The newer car moves to a twin-turbo V6 (and a battery-electric Folgore), so confirm which era your shop actually knows.
The GranTurismo nameplate covers two distinct eras of engineering. The first-generation car ran from 2007 into the mid-2010s and was built around a naturally aspirated V8 engine produced by Ferrari at Maranello. That engine, offered in base and S trim, gave the car a character closer to a front-engined Ferrari than to other Italian GTs of the period. Production volumes were modest, which means specialists who know this car specifically are the right people to find.
The current-generation GranTurismo launched in 2022 in two forms: a twin-turbo V6 Trofeo version and the all-electric Folgore. These are entirely different engineering propositions from the first-gen car. The Folgore in particular is a high-voltage EV with service requirements that route through the Maserati dealer network rather than through the independent Ferrari and Maserati specialists who handle the V8 cars well.
The first-gen GranTurismo's V8 is an interference engine, meaning deferred cam belt service can cause catastrophic internal damage. Maserati's service schedule calls for replacement at defined mileage and time intervals, and many independent specialists recommend the conservative end of that range given the consequences of a belt failure. This is the single most important piece of preventive maintenance on the car.
Cooling system maintenance also demands attention. The Ferrari-derived engine runs hot under sustained use, and aging coolant, a weak thermostat, or a compromised radiator can cause overheating that damages head gaskets. A good specialist will inspect the entire cooling circuit during a major service, not just change the fluid. Oil service intervals are shorter than many modern cars, and using the correct specification matters more than it does on a conventional luxury car.
Early GranTurismo cars used a single-clutch automated manual gearbox derived from the Ferrari unit of the same era. This system is smooth when maintained correctly but can become jerky or develop engagement issues when clutch wear or software calibration is off. The gearbox requires specialist software to recalibrate, and clutch replacement is a significant labor operation that a good specialist will price honestly upfront.
Later-generation V8 cars received a ZF torque converter automatic, which is a more durable and conventional system. If you're buying a first-gen GranTurismo, confirming the gearbox's service history and having a specialist verify calibration and clutch condition during the PPI will save you from an expensive surprise. Owners who work the automated gearbox in heavy traffic without allowing it to reach operating temperature tend to wear the clutch faster.
Pre-purchase inspection on a first-gen GranTurismo should be carried out by a specialist with specific V8-generation experience. The checklist includes timing belt service records, cooling system condition, gearbox behavior across all drive modes, suspension bush and drop link condition, and a full fault code scan with Maserati-specific software. Rust is less common than on some Italian cars of the period, but check the sill areas and underside on any car from a northern climate.
Market values have dropped to a point where the first-gen GranTurismo can look attractively priced. That's partly because maintenance costs are real and well-established. A car with complete service history from a reputable shop commands a meaningful premium over a car with gaps, and that premium is usually worth paying rather than absorbing the catch-up maintenance cost yourself.
Maserati dealers are authorized to service all GranTurismo generations, but independent specialists often offer more competitive labor rates and frequently have deeper hands-on experience with the first-gen V8 cars. The caveat is finding a shop that genuinely specializes rather than one that occasionally works on Italian cars when the schedule permits.
For the current GranTurismo Trofeo and Folgore, dealer servicing is the appropriate path while these cars are newer and under warranty. Software updates, battery health management on the Folgore, and warranty claim processing all require the dealer relationship. Once these cars age out of warranty, the independent specialist landscape will develop as it has for the first-gen.
The first-generation car does: a naturally aspirated V8 built by Ferrari. The current GranTurismo uses Maserati's own twin-turbo V6.
Follow the Maserati schedule and don't defer it. A specialist familiar with this engine will give you a specific recommendation based on mileage and age. The cost of belt replacement is a fraction of the cost of internal engine repair after a belt failure.
It's too early for comprehensive long-term reliability data. It's a high-complexity EV from a relatively small manufacturer, so maintaining the warranty and using Maserati dealers for service during the early ownership period is the sensible approach.
The Ferrari engine is familiar to Ferrari specialists, but you also need Maserati diagnostic software for the rest of the car. A shop with both capabilities is ideal. Some Ferrari specialists have added that capability specifically because of first-gen Maserati demand.
Expect to pay a few hundred dollars for a thorough PPI from a qualified specialist. That investment is well worth it given the potential maintenance costs on these cars, particularly around the gearbox and cooling system.
Maserati GranTurismo owners use Maserati specialists for service, PPI, and restoration.
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