You’ve seen them on used car lots or tucked away in the back of luxury dealerships. They look like art. Honestly, the Pininfarina lines on the 2009 Maserati GranTurismo haven't aged a day. It’s one of those rare machines that makes a person stop walking and just stare for a second. But then you see the price tag. Nowadays, you can pick one up for the price of a loaded Honda Civic. That creates a weird tension because while it looks like a supercar, it carries the reputation of a high-maintenance nightmare. People get scared. They should be, at least a little bit. But if you know what you’re looking at, this specific year represents a fascinating turning point for the Italian brand.
It was 2009. The world was still reeling from a financial meltdown, but Maserati was busy refining what a "Grand Tourer" actually meant. They weren't trying to beat Ferrari at the track. They were trying to beat everyone else at the valet stand and on the long haul from Milan to Monaco.
The Ferrari Heart in an Italian Suit
Let’s get the big one out of the way. The engine. Every 2009 Maserati GranTurismo carries a 4.2-liter V8 that was developed in conjunction with Ferrari. It’s the F136 engine family. When you pop that hood, you aren't just looking at plastic covers; you're looking at a piece of engineering that shares DNA with the Ferrari F430. It produces about 405 horsepower. Is that a lot by 2026 standards? Not really. A modern electric SUV will beat it to 60 mph without breaking a sweat. But an EV doesn't scream. This V8 has a redline that sounds like a mechanical opera. It’s hauntingly beautiful.
The 2009 model year is particularly interesting because it was the bridge between two worlds. You had the standard GranTurismo and the slightly more aggressive "S" model. The standard car used a ZF 6-speed automatic transmission. This is the one you actually want if you plan on driving the car to work. It’s smooth. It doesn't jerk. It won't eat its own clutch every 15,000 miles. Earlier Italian exotics used those "F1" automated manuals that were basically designed to punish your wallet and your neck muscles. In 2009, Maserati figured out that people actually wanted to drive their cars without smelling burnt clutch at every stoplight.
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Interior Realities and the "Sticky Button" Curse
Inside, it’s a mix of old-world luxury and some frankly questionable early-2000s electronics. The leather is Poltrona Frau. It feels incredible. It smells like a boutique in Florence. You sit low, the dashboard wraps around you, and there’s enough room in the back for actual human beings—which is a miracle for a coupe this pretty. Most 2+2 seaters are lies. This one isn't. You can fit two adults in the back for a short trip, or kids for a long one.
But it’s not all sunshine. If you buy a 2009 Maserati GranTurismo today, you’re going to deal with the "sticky button" issue. It’s a real thing. The soft-touch coating Maserati used on the buttons eventually breaks down and turns into a black, goopy mess that stains your fingers. It’s annoying. It feels cheap. You’ll find yourself looking up YouTube tutorials on how to clean them with oven cleaner or sending the panels off to specialists who refinish them for a few hundred dollars. Then there’s the infotainment system. It was outdated the day it left the factory. Basically, it’s a glorified calculator. Most owners just hide it behind a modern CarPlay retrofit because trying to use the 2009 navigation is a lesson in futility.
Reliability: Is It a Money Pit?
"There's nothing more expensive than a cheap Maserati." We've all heard it. It’s a cliché for a reason. However, the 2009 model is surprisingly robust compared to the Maseratis of the 90s. The ZF transmission I mentioned earlier is nearly bulletproof. It’s the same basic unit used by BMW and Jaguar for years. If you change the fluid, it stays happy.
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The engine itself is "dry sump" in the S models and "wet sump" in the base 4.2. The base 4.2 is generally easier to live with. Maintenance isn't "Toyota cheap," obviously. You're looking at $1,500 to $2,500 for a major service. Brakes are expensive because they’re Brembos. Tires vanish quickly because the car weighs nearly 4,400 pounds. It’s a heavy beast. That weight is why it feels so planted on the highway, but it’s also why it eats suspension bushings.
- Common Failures: Variators (the cam timing components) can develop a rattle. If you hear a "clacker" sound on a cold start, run away. That’s a $5,000 to $8,000 repair.
- Electronics: Italian wiring likes to be weird. Sometimes a warning light pops up because the battery voltage is 0.1 volts too low. Get a trickle charger. Use it every night.
- The Skyhook Suspension: It’s an adaptive system. It’s great until a strut leaks. When it does, you’ll realize a single replacement strut costs more than a used Vespa.
Why People Still Buy Them
Driving a 2009 Maserati GranTurismo is about theatre. It’s about the way the downshifts bark. It’s about the way the steering feels—hydraulic, heavy, and communicative—unlike the numb electric steering in almost every car sold today. You feel the road. You feel the mechanical connection.
It’s also about presence. You pull up to a restaurant in a 15-year-old Porsche 911, and people think you’re a driving enthusiast. You pull up in a GranTurismo, and they think you own the restaurant. It has an aura of "old money" that hasn't faded. In a world of over-styled cars with fake vents and giant grilles, the 2009 Maserati is a masterclass in restraint. There isn't a bad angle on it.
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The Cost of Entry vs. The Cost of Ownership
You can find a decent 2009 GranTurismo for $25,000 to $35,000. That is an insane amount of car for the money. But you need to have another $5,000 sitting in a savings account just in case. If you spend your last penny buying the car, it will break your heart. This is a vehicle for someone who appreciates the "Gran Turismo" lifestyle—someone who wants to drive three hours to a vineyard, have a nice lunch, and drive back in total comfort. It is not a track weapon. If you try to drive it like a Miata, you'll overheat the brakes and tire out the engine.
Real-World Tips for the Aspiring Owner
If you’re actually looking to buy a 2009 Maserati GranTurismo, don't just look at the odometer. These cars hate sitting. A car with 50,000 miles that was driven every weekend is usually in much better shape than a 10,000-mile "garage queen" with dried-out seals and flat-spotted tires.
Check the service history for "Variator" repairs. If it’s been done, the car is worth a premium. Look at the subframe for rust, though they’re usually pretty good. And for the love of everything holy, get a Pre-Purchase Inspection (PPI) from a specialist who knows Maseratis. Don't take it to a generic mechanic. You need someone who knows what "normal" Italian engine noise sounds like versus "expensive" Italian engine noise.
The 2009 GranTurismo isn't just a car; it's a gamble. But it's a gamble where the prize is owning one of the best-sounding, best-looking grand tourers ever made. For some people, that’s worth every penny of the inevitable repair bill.
Actionable Steps for Potential Buyers:
- Prioritize the ZF Transmission: Look specifically for the 2009 models equipped with the ZF 6-speed automatic rather than the DuoSelect automated manual unless you specifically want a high-maintenance track-style shift.
- Verify the Cam Variator Service: Ask the seller for documentation regarding the cam variators. If they haven't been addressed, use that as a major negotiation point or be prepared to pay for the "check valve" fix to prevent future failure.
- Budget for a "Sticky Button" Refurb: Factor in roughly $600 to $1,000 to have the interior plastics professionally stripped and recoated if the previous owner hasn't already done it.
- Invest in a High-End Battery Tender: These cars are notorious for "ghost" electrical issues caused by low voltage. Constant charging when not in use is the single most effective way to prevent random dashboard warning lights.
- Audit the Cooling System: At this age, plastic coolant expansion tanks are prone to hairline cracks. Inspect the tank and hoses for white crusty residue, which indicates a slow leak that could lead to overheating.