Used car buying guide: Maserati 3200 GT

It steered nicely, though, through a 2.7-turns-lock-to-lock powered rack, although our testers noted a spot of vagueness just off-centre. Grip levels were high in the dry, but the 3200 GT could be quite a handful on a wet road, especially if you were the sort who turned off the traction control. Mix a limited-slip differential with a surge of turbo boost and you got yourself some good old-fashioned oversteer.

Oh, and if you really are thinking of buying, you will need deep pockets not just for the parts and servicing; you can expect to see no more than 15mpg in everyday use from this beauty.

And should you fancy even more sizzle, the limited-run Assetto Corsa was offered late in the 3200 GT’s life. It rode on 15mm-lower suspension and had different wheels and tyres, a quicker steering ratio, red brake callipers and lightened brake ducts.

An owner’s view

Kevin Dake: “I bought a nearly new 2002 Spyder with the larger V8 and kept it for 15 years. Because I lived out in the sticks, it suffered terrible neglect in my hands, but it mostly kept working. I did service it when it needed it, and I kept the mileage low. Parts and servicing were incredibly expensive, though. I loved the engine note and the speed and the handling. I sold it to a friend, and so far he hasn’t fallen out with me over it; in fact, the car is thriving.”

What we said then

13 December 2000: “Few cars have a more welcoming interior. There’s glorious Connolly leather all over the place. Even the trademark clock, which in other Maseratis looks utterly kitsch, is tasteful in the 3200 GT. There’s more room than you’ll find in a Jaguar XK8, too. It may have only managed to get to 60mph from rest in 6.2sec, but it feels a damned sight quicker than that. It’s so urgent; you have only to tickle the throttle and the car leaps forward.”

Buyer beware

Engine: If this goes wrong, you’re in serious trouble – so shop carefully. You want a stack of receipts for recent, regular work to show that it has been looked after properly. Keep an eye out for leaks, and if the oil pressure gauge isn’t at five bar at idle, have the engine checked. 

Check cam covers for oil leaks. Cambelt change is every 31,000 miles or four years; timing chains every 68,000 miles. Check for noisy valve shims and excessive crankshaft-end float on manual cars. A failing crankshaft sensor can cause starting problems. An engine that hunts or fails to start may need a new throttle potentiometer.

Transmission: The four-speed automatic is known to be fairly strong, as is the manual, although clutches can wear quickly. If the release fork breaks off its brace, you’re looking at a huge bill, so check that it’s shifting as it should. 

The automatic gearbox’s tail-flange retaining nut can also come loose. The fly-by-wire throttle gives lumpy in-town performance requiring lots of clutch slip, which can reduce clutch life. Clutches are hard to source.

Suspension: The suspension requires bushes that are specific to the 3200 GT, and they perish over time. If there’s any wander or uneven wear, get the geometry checked. All suspension joints are prone to premature failure. Steel bushes in wishbones are a weak spot and cripplingly expensive. 

Rear dampers can leak. Deep potholes can pop out the captive nut on the top front suspension mount, requiring engine removal to fix . At the rear, the rose joint in the track-ad justing arm (part of the lower wishbone) deteriorates first, resulting in odd handling. Front anti-roll-bar links also wear, causing rattles.

Brakes: These are generally resilient, although the ABS pump can go. Brake pipes rust, so check them for leaks. Pads and discs vary depending on whether you go for Maserati items or aftermarket parts. Brake discs corrode because they run without backplates to save weight; handbrakes seize.

Electrics: Electrics are sensitive to battery condition, so keep it plugged in. Engine-check-light issues are common, generally caused by bodged connections.