Maserati GranTurismo | PH Used Buying Guide

The current M189 GranTurismo looks great, goes like stink - problem?

By Tony Middlehurst / Sunday, 30 August 2026 / Loading comments

Key considerations

Available for under £90k
3.0-litre V6 twin-turbo petrol, all-wheel drive
Fast, classy, beautiful four-seat GT car
Not a V8 and some disappointingly cheap bits in the cabin
Not much has gone wrong so far, though

Announced in 2022 for sales beginning in 2023, the gen-two M189 GranTurismo marked the 75th anniversary of the first Maserati to go by that name, that being the handsome Pininfarina-bodied A6 1500 Gran Turismo. The M189 was the follow-up to a car whose Latin style and superb V8 engine had kept it in the Maser brochure for 12 years from 2007 to 2019.

The gen-two platform was entirely new, work on it having started in 2017, but from a styling point of view Maserati opted to maintain continuity with the outgoing model. Cynics might say that was a relatively easy and cheap way to launch a new car, but in fairness to Maserati, there really wasn’t much wrong with the looks of the naturally aspirated V8 gen-one. That car had a very good innings, after all.

Three models were available. Two of them were powered by a twin-turbocharged 3.0 ‘Nettuno’ V6 in base Modena or more powerful Trofeo spec. The third model was the three-motor Folgore, Maserati’s first all-electric car and the lowest-riding EV on the market at the time. The coupé was joined in 2024 by a GranCabrio convertible, initially only as a Trofeo or Folgore but later also as a Modena.

Despite the 751hp/996lb ft Folgore’s considerable power advantage over the V6s it hasn’t been warmly received by UK Maserati enthusiasts, most of whom (you would think) would be wanting a tuneful mechanical powertrain and probably a lot less weight in their Maseratis. The IC models stood at nearly 1.8 tonnes but the Folgore was more than 450kg heavier than that. As such, we’re going to concentrate on the Modena and Trofeo IC offerings which, with 483hp and 542hp respectively, were more than powerful enough for serious grand touring.

The recently uprated 2027MY Trofeo with its rorty new exhaust system is more powerful still at 590hp – more power than an AMG GT 63 and cheaper than the Merc at £152,000, which unusually is over £10k lower than the list price of the 2024 Trofeo. More on that at the end of this guide. Oddly, the uprated Trofeo’s performance figures have turned out to be identical to the previous model’s.

Maserati’s catch line for its cars at the time of the M189 GranTurismo’s launch was ‘The Others Just Travel’, the premise being that their new car offered an elegant and not too shouty blend of sportiness, luxury and comfort, allied to genuine four-seat capability, a rare proposition these days. Three years on, has it managed to add reliability to that attractive-sounding mix? Let’s take a look.

SPECIFICATION | Maserati GranTurismo (2023-on M189)

Figures given are for Modena/Trofeo

Engine: 2,992cc V6 24v twin-turbo petrol
Transmission: 8-speed auto, all-wheel drive
Power (hp): 483 (Modena)/542 (Trofeo) @ 6,500rpm
Torque (lb ft): 443 (Modena)/479 (Trofeo) @ 3,000rpm
0-62mph (secs): 3.9/3.5
Top speed (mph): 188/200
Weight (kg): 1,795
MPG (official combined): 27.8
CO2 (g/km): 230
Wheels (in): 20 (f), 21 (r)
Tyres: 265/30 (f), 295/30 (r)
On sale: 2023 - on
Price new (2023): £131,120/£163,590
Price now: from £89,000

Note for reference: car weight and power data is hard to pin down with absolute certainty. For consistency, we use the same source for all our guides. We hope the data we use is right more often than it’s wrong. Our advice is to treat it as relative rather than definitive.

ENGINE & GEARBOX

The 3.0 Nettuno wet sump V6 with pre-chamber combustion is the same unit as the one used in the MC20 super-sports car. A turbo boost hike gave the Trofeo its extra 59hp and 36lb ft, enough to drop its 0-62mph time from 3.9 to 3.5 seconds and take the top speed from 188mph to the magical 200mph mark. All claimed figures, of course, but the 0-62 times were vaguely believable with an all-wheel drive system that could put anything between 50 and 100 per cent of the torque through the back wheels. (The electric Folgore was set up to hit 202mph and cover the 0-62 in 2.7 seconds.)

Although performance from the V6 was in no way lacking in either IC model, the noise it made didn’t really compete with the character of the old V8 even when you were razzing it. Some might even call it dull at lower revs. If that aural shortfall had come with a big improvement in efficiency it would have been a more acceptable trade-off but, despite start/stop tech and a cylinder deactivation system that switched off the right bank in the right conditions, the quoted combined figure was still below 28mpg. In fairness, you could achieve 35mpg fairly easily by keeping the gearbox (ZF’s well-proven 8HP75 8-speed torque converter unit) in top gear for as long as possible.

The ZF was a fine match with the engine, the only caveats being marginally long ratios in the lower gears and a probably unnecessary ‘sports jolt’ on hard upshifts in Corsa mode. If you’re test-driving an M189 with some miles on it, make sure that it’s shifting smoothly at low speeds as the transmission mounts will have their work cut out absorbing high torque loads from this engine.

Service intervals are every 12,500 miles or two years, although some independent outfits work to a different schedule for the V6. JMH Automotive in Cheshire (for example) suggests a very precise sounding 9,320 miles/1 year or 18,640 miles/2 years, quoting £697 for the first and £960 for the second. To minimise electronic glitchery it’s good practice to keep infrequently used cars on a battery trickle charger.

CHASSIS

The GranTurismo’s engine was set well back in the bay, a design which allowed the front diff to sit ahead of the engine rather than below it for a low bonnet line. The rear differential in the Modena was mechanical, the Trofeo’s electronic.

Standard on all GranTurismos was air suspension with electronic damping and ‘attitude control’ which, along with an air shutter in the engine bay, maximised downforce in Corsa mode or optimised aero efficiency in less extreme driving. Compared to the best German offerings, the ride quality came up a little short, but it was still perfectly acceptable over most surfaces once you’d found your preferred settings. Steering feel was good with a lovely combination of feedback and weight. Grip and traction in wet conditions were both reassuring and controllable.

Four driving modes were provided – Comfort, GT, Sport and Corsa – with the usual ramping-up of suspension and drivetrain characteristics and the option to fully disable the stability control. GT was the default setting on startup, with a quieter exhaust note below 5,000rpm. If you’re looking at a used M189 it’s worth checking that the modes cycle through smoothly and that the suspension actuators are responding as they should. Launch control was available in Sport or Corsa, but for some, that feature felt out of kilter with the car’s ‘fast luxury’ personality. An ADAS (advanced driver assistance system) was available if you didn’t mind throwing nearly £7k at the dealer for it.

Staggered wheels on the IC GranTurismos (20-inch front, 21-inch rear) were braked by 380mm/350mm discs and 6- or 4-piston calipers. At a cost of up to £2,100 in 2026 these calipers could be had in a variety of colours on the IC GranTurismos, but not in ‘Rame’, the Italian word for copper. That was exclusive to the Folgore, which had 20-inch wheels back and front. Brake feel at the GranTurismo pedal was all right but stopping distances were only average. Although the internet suggests that carbon ceramics were available as a factory option we couldn’t find any mention of that in the press materials. We did find 400mm/380mm CCBs on sale in the aftermarket though. It’s also a good idea to check the action of the electronic handbrake on used GranTurismos to make sure that the actuator is functioning properly.

BODYWORK

Over 65 per cent of the GranTurismo’s body was fashioned from aluminium, helping Maserati to achieve what they claimed to be a best-in-class weight of 1,795kg for both non-electric cars. The ‘cofango’ bonnet and wing-tops were stamped out of a single, very large (over three square metres) piece of metal, an interesting feature and a potentially expensive one should accident repairs be required. The V6 GranTurismos had beefed-up sills to put chassis rigidity on some sort of a par with the Folgore, which was able to use its main battery as a stiffening component.

There were six standard colours, or ‘impactful pigments’ as Maserati called them: white, black, two silvers, and two blues, with a special Grigio Cangiante silver for the Modena launch model and a special red for the Trofeo equivalent. Many other colours were available through the Fuoriserie customisation programme but the prices being asked for these could be astronomic in the early years of the M189. One of them was the thick end of £30k. That’s come down to just under £18k now, but it’s still mad. Three hundred Prima Serie 75th Edition cars (150 Trofeos and 150 Folgores) with special colours and stitchings were produced for the company’s ‘top customers’.

For extra theatre, the doors could be set up to lock and unlock when the keyholder was within a metre of the car. Similarly, the new full LED lights front and rear could be set up to come on when the key was three metres away. The shape of the new tail lights was described as a mix between Maserati’s classic ‘boomerang’ and a harpoon. There was a recall on ’24 MY cars, which had been sent out without headlight adjustment caps.

INTERIOR

Maserati’s description of the inside of the GranTurismo was, appropriately, grand. They said that everything you touched in there was ‘real material’, which was good to hear, but in some areas of the Grecale-like cabin, for example, the creaky plastic surrounds for the twin touchscreens (12.3-inch central, 8.8-inch ‘comfort’) and for the switchgear in general you were left wondering if virtual material might have been preferable.

Four seats and acceptable rear legroom for most adults (with a bit of compromising up front) set the GranTurismo apart from other 2+2 cars where the ‘+2’ definitely meant two kids. There was some press moaning in ’23 about the screens being too big and too in your face, but time has been kind to the car: the screen acreage now looks quite conservative compared to what you’ll see in many other cars. The customisable Uconnect tech that will be familiar to owners of other Italian cars worked well enough with wireless Apple CarPlay, Android Auto and Baidu CarLife as long as you weren’t looking for ultra-responsiveness, but it was hard to ignore the iconographic disconnect between the screens which gave the whole plot something of a lashed-together look.

The designers went for the fashionable, if not universally loved in other marques, clutter-free central tunnel concept, all commands being digital or voice-activated. There have been reports of rattling from the plastic screen surrounds, a small thing that could quickly become tiresome. Issues with overexcited blindspot monitoring and inaccurate speed warnings were reported on the UK press car.

Fortunately, there were some nice materials to admire like the dark ash burl wood and the pleasingly tactile black, tan or ‘greige’ leather used for the dash, door panels and seats featuring motifs inspired by Michelangelo’s Piazza del Campidoglio in Rome. Chromed details emphasised the ‘appendage’ on the new steering wheel, by which they meant the trident badge.

Gearshift paddles in brushed dark aluminium were standard on all models and were pleasant to use, but you had to pay extra if you wanted the Modena’s steering wheel to be heated, which seemed mean. Also on the options list were a head-up display and a 1,195watt, 19-speaker Sonus faber High Premium system with 3D surround sound if you didn’t fancy the standard 860watt 14-speaker Premium 2D setup. You paid hard for the Highness though: £3,300.

Recalls were put out on 2024 model year cars to rectify incorrect fuel gauge readouts caused by faulty body control modules, and to fix a software issue that was blacking out the rear-view camera image. Although the door bins didn’t hold much, the two big central cubbies made up for that. The Modena/Trofeo boot wasn’t massive at 320 litres but at least it was 50 litres bigger than the Folgore’s.

PH VERDICT

Dynamically, the GranTurismo wasn’t a rival for sharper-edged cars like Porsche’s 911, Mercedes-AMG's GT or Aston’s DB12. It was more nimble than a Bentley Continental but it didn’t offer the Bentley’s level of luxury or feel-good factor. Still, its (mainly) classy interior, easy driving manners, high performance when it was needed and high refinement when it wasn’t all came together with genuine multi-adult passenger accommodation to give the GranTurismo a grand touring appeal all of its own. And it was a Maserati too, which still means a lot for many people.

Owners’ clubs around the world appear to have been somehow appropriated by Maserati, turning them into brand extensions rather than objective discussion platforms. As a result, it’s hard to find any critical M189 content from owners. It may be that there are no unhappy owners. The car hasn’t been around long, admittedly, but faults do tend to crop up in the early years of any new car. Those are usually resolved under warranty, followed by a relatively quiet period before age and usage start to throw up new problems.

Having said that, despite its new platform, the M189 might be seen as more of an evolution of an existing vehicle than an entirely new one, so you could say that from a reliability perspective it was hitting the ground running. No new car has ever been fault-free. There have been a small number of recalls on the M189, none of them serious.

Values of used V6s have been hit by initial overpricing compounded by the company’s double-edged sword decision to stick with essentially the same shape as the old GranTurismo. The fact that you can snaffle one of the well-liked V8s for as little as £15k hasn’t helped the V6’s cause either. An early (2023 or 2024) Modena 3.0 with fewer than 10,000 miles under its belt and a good chunk of the manufacturer’s 4-year/50,000-mile new car warranty still on it can be picked up for under £90k, a £40k+ drop on the ’23 price.

The value plunge is even more pronounced on sub-10,000-mile Trofeos, which are available on the used market for the same money as Modenas, i.e. under £90k. That represents a loss of more than £70k on the ‘23 new price of £163k, before you even take any extras into account. Makes you wonder about the £30k+ price difference between the two models when they were new. Maserati has partially recognised the problem by cutting the starting prices for new 2026 GranTurismos to £128k for the Modena and £152k for the Trofeo. It’s still a lot but at least they’ve compressed the price gap between the models. Some might say M189s are still too dear even at these lower prices.

The cost of extras has come down, too, but they remain expensive. The 2024 UK press Trofeo was optioned up from £163k to a scarcely believable £212k. The rarity of used stock as a result of all this is presumably helping to prevent values from dropping at an even greater rate.

Looking forward, irrespective of how handsome you consider the GranTurismo’s shape to be, Maserati will surely be obliged to move on from it at some point. It will be interesting to see how the gen-three GranTurismo comes out – if it comes out at all. This year’s midlife refresh has a ‘last dance’ look about it. Few fans have been shouting its praises.

The most affordable GranTurismo 3.0 on PH Classifieds at the time of writing (September 2026) was this 2023-registered Trofeo with 8,800 miles at £89,500. Put another £10k into the pot and you could be in this newer (2025) Trofeo in white.

See every GranTurismo for sale