HOW TO GET ONE IN YOUR GARAGE
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.”
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-adjusting 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.
Also worth knowing
Parts such as crankshafts, clutches and throttle-position sensors are becoming harder to find as suppliers stop making them.
Service history is especially important on a car like this, so ensure there are lots of receipts and paperwork, if not a full history – and read it all thoroughly.
A Spyder was launched in 2001. Italdesign cut 22cm off the wheelbase to create a two-seat drop-top with an automatic electrohydraulic roof. The Spyder was the first to use the all-new, Ferrari-built 390bhp 4.2-litre V8, which then went into the 4200 GT.
How much to spend £10,000-£14,999
Higher-mileage cars bought privately. Some very nice buys here but check paperwork thoroughly. Worth putting on a ramp, too.
£15,000 AND ABOVE
Post-2000 cars with mileages below 70,000 and bought from specialist dealers. Some Assetto Corsa examples here too.
One we found MASERATI 3200 GT, 2000, 78,000 MILES, £10,495
Our find comes with the rare optional carbonfibre centre console and gearknob. The cambelt, water pump and clutch have all been replaced and the gunmetal alloys refurbished. It has an MOT until next February and comes with a detailed service history.