Maserati burning oil in Dubai? Learn what oil consumption is normal, the five ways oil escapes a Ghibli, Levante, Quattroporte or GranTurismo engine, and AED repair costs.
Every week at our Al Quoz workshop, a Maserati owner walks in with the same sentence: “It’s drinking oil, but there’s nothing on my parking spot.” That single observation is the whole puzzle. Oil does not disappear. It leaves the engine by one of five routes, and each route has a different cause, a different repair, and a wildly different bill.
This guide follows the oil. Instead of listing generic “reasons your car burns oil,” it works the way a Maserati technician does: first establish how much oil is actually being lost, then eliminate the false alarms that fool most owners, then trace each of the five escape routes in turn, and only then narrow the answer down by engine family — because a Ferrari-built 4.7 V8 in a GranTurismo and a twin-turbo 3.0 V6 in a Ghibli lose oil for completely different reasons.
If you’d rather skip straight to a physical inspection, our Maserati repair Dubai team runs a free consumption assessment at our Maserati workshop in Dubai.
Step One: Find the Number Before You Find the Fault
“Using oil” is not a diagnosis. Litres per 1,000 km is. Until you have that figure, every conversation about piston rings and valve seals is guesswork — and guesswork is how owners end up paying for an engine strip when the real problem was a AED 900 breather valve.
The number that matters is simple: how many litres you add between two top-ups, divided by the kilometres driven in between, scaled to 1,000 km. Here is how workshop technicians read that figure on a modern Maserati.
| Measured consumption | What it usually means | Recommended action |
|---|---|---|
| Under 0.3 L / 1,000 km | Normal for a high-output Italian performance engine, especially when driven hard | Monitor at every fuel stop; no repair needed |
| 0.3 – 0.7 L / 1,000 km | Elevated but common on older V8s and higher-mileage turbo V6s | Crankcase ventilation and turbo inspection; oil-spec check |
| 0.7 – 1.5 L / 1,000 km | Genuinely abnormal on any healthy engine | Full diagnosis — leak test, borescope, crankcase pressure |
| Over 1.5 L / 1,000 km | Mechanical fault in progress, or a significant hidden leak | Stop extended driving; book an inspection immediately |
| Losing a litre in under 500 km | Turbo seal failure, cracked line or severe ring/guide wear | Do not drive far — recovery to the workshop is the safer call |
Two habits ruin this measurement. The first is topping up “a splash” without recording it, so nobody knows whether the car took 200 ml or 900 ml. Write it down — date, odometer, quantity. The second is driving style: a Maserati that spends a weekend on Sheikh Zayed Road at 4,000 rpm will legitimately use more oil than the same car crawling through Business Bay traffic, and comparing one against the other produces a false alarm.
Manufacturers of high-performance engines generally publish a tolerance that surprises owners — figures in the region of half a litre to a litre per 1,000 km are often stated as “within specification.” That is not a marketing trick; a performance engine runs looser bore clearances and hotter oil than a Corolla. It also does not mean your Maserati should be drinking that much. It means the number alone doesn’t prove a fault. Consumption that is rising month over month is a fault. Consumption that has been steady for four years is a characteristic.
Step Two: Measure It Correctly (Most Owners Don’t)
Half the “oil consumption problems” we investigate turn out to be measurement problems. The procedure differs across the range, and getting it wrong produces readings that swing by three-quarters of a litre.
Wet-sump models with an electronic level sensor — the Ghibli, Levante, Quattroporte and Grecale display the level through the instrument cluster rather than a traditional dipstick. That reading is only valid when the car is on genuinely level ground, at operating temperature, and after the engine has been switched off long enough for the oil to drain back to the sump. Check it on the slope of a villa driveway or ninety seconds after shutdown and it will under-read dramatically. Owners then add oil that was never missing, overfill the engine, and create a real consumption problem — because an overfilled crankcase gets whipped by the crankshaft, aerates, and is pushed straight out through the breather system.
Dry-sump engines — the Nettuno V6 in the MC20 and the newest GranTurismo family uses a dry-sump lubrication system, where the oil lives in a separate tank rather than in the pan. Dry-sump level is read warm and with the engine running, which is the exact opposite of the habit most owners have. Reading a dry-sump engine cold and stationary shows an alarmingly low level and starts a panic that no fault justifies.
Older Ferrari-built V8s — the 4.2 and 4.7 in the Quattroporte V, GranTurismo, GranCabrio, Coupé and Spyder still use a dipstick, and they are sensitive to how long the car has been standing. Same rule: level ground, warm engine, consistent wait time, same time every time.
Whatever the model, consistency beats precision. Measure the same way, in the same spot, at the same temperature, and the trend line will tell you the truth even if the absolute figure is slightly off. Every Maserati oil change service in Dubai at our garage starts with recording that baseline so the next visit has something to compare against.
Step Three: Rule Out the Three False Alarms
Before anyone opens an engine, three explanations have to be eliminated. In our experience they account for a meaningful share of the Maserati oil consumption complaints that arrive in Al Quoz.
The wrong oil is in it. A Maserati engine is specified for a particular viscosity and a particular additive package, and the Ferrari-built units are especially unforgiving of substitutes. Oil that is too thin for the specification will pass the rings and valve guides more readily, particularly once ambient temperatures push sump temperatures far above what European test cycles assume. Oil that is too thick is not a clever workaround either — it slows flow to the top end at start-up and can upset hydraulic cam phasing. Confirm the correct grade against your car’s build data by VIN rather than by generic “Italian sports car” advice; our team can verify it against the chassis using a UAE VIN check and the factory service data.
It was overfilled at the last service. This is the most common false alarm of all, and it is self-reinforcing: overfill causes consumption, the owner sees consumption and tops up again, and the engine starts pushing oil into the intake through the breather. If a car began “using oil” immediately after a service somewhere else, suspect the fill quantity before suspecting the pistons.
It isn’t burning oil — it’s leaking it, and you’ll never see the drip. Modern Maseratis run near-full underbody trays. Oil that escapes a cam cover or a turbo feed line lands on those trays or on hot exhaust componentry, cooks off, and never reaches the tarmac. The tell is smell, not stain — a sweet, hot, slightly burnt odour when you open the bonnet or step out after a drive, sometimes with a wisp of smoke at a traffic light. It is the same mechanism we describe in our Ferrari work, because the engines share ancestry; the diagnostic logic behind our Ferrari engine repair bench applies directly to Maserati’s V8s and V6s.
Only once these three are off the table does it make sense to ask where the oil is going.
Escape Route One: Past the Piston Rings
This is what owners mean when they say “burning oil,” and it is the least common of the five on a well-maintained car.
Oil control rings do not usually wear out on a Maserati in Dubai — they get stuck. Carbon and lacquer build up in the ring grooves, the ring loses its ability to scrape the cylinder wall clean, and a film of oil is left behind to be burned on the next combustion stroke. What causes that build-up is heat and time in the oil: extended drain intervals, sustained high sump temperatures, and short journeys that never get the oil hot enough to boil off contaminants. All three are Dubai specialities.
The signature is a faint blue haze under load or on a hard pull, an engine that consumes steadily rather than in bursts, and spark plugs that come out oil-fouled on one or more cylinders. Compression will often still read acceptably; a leak-down test and a borescope inspection down the plug holes tell the real story, showing glazing or vertical scoring on the bore.
The good news is that not every ring problem needs an engine out. Where the rings are coked rather than worn, a proper decarbonising regime with correct-specification oil and a return to sensible intervals can recover a significant part of the consumption. Where the bore is scored, it cannot — that is an engine strip, and it belongs in a discussion about the car’s overall value rather than a quick quote. Our Maserati engine repair specialists will always run the diagnostics before proposing anything internal.
Escape Route Two: Past the Valve Stem Seals and Guides
If the rings let oil in from below, the valve stem seals let it in from above — and this one has a diagnostic fingerprint you can spot from the driver’s seat.
Worn stem seals leak while the engine is off. Oil in the cylinder head seeps down the valve stems into the combustion chamber and sits there. On the next cold start, that pooled oil burns off in one go, giving the classic puff of blue smoke that clears within a few seconds and doesn’t come back. The second fingerprint is overrun: lift off the throttle after a sustained pull, and high vacuum pulls oil past the tired seals — so the smoke appears on deceleration, right when the engine is doing the least work.
Maserati’s older Ferrari-built V8s are the more likely candidates here simply because of age and thermal cycling. Rubber seals harden, lose their conformity, and stop wiping the stem. A Dubai car that spends the summer parked in a garage for months at a time is not exempt — in fact, long standing periods let oil drain into whichever cylinders have valves open, which is why a stored Quattroporte can smoke for the first kilometre of its first drive in September and then behave impeccably.
Stem seal replacement is a cylinder-head-off job on some engines and an in-situ job with air-hold tooling on others. That distinction is the difference between a manageable repair and a major one, and it is engine-specific — which is why the family section below matters so much.
Escape Route Three: Through the Crankcase Ventilation System
Here is the route most owners have never heard of, and the one that most often explains a car that uses oil with no smoke, no drips and no warning lights.
Every engine leaks combustion gas past the rings into the crankcase. That gas has to go somewhere, so it is routed back into the intake through a ventilation system with an oil separator — a labyrinth or cyclone designed to strip oil mist out of the vapour and drain it back to the sump. When that separator clogs, or its diaphragm splits, or the pressure regulating valve sticks, two things happen at once. Oil mist is no longer separated, so raw oil is drawn into the intake tract and burned. And crankcase pressure climbs, which pushes oil past every seal in the engine from the inside.
That second effect is why the crankcase-pressure test comes before any reseal work in a competent workshop. Replace a leaking cam cover gasket on an engine with blocked ventilation and you will be replacing it again — the pressure that blew the first one out is still there. Owners who have paid twice for the “same leak” at two different garages have almost always met this problem.
The symptoms are subtle: steady consumption, occasionally a whistling or moaning noise from the top of the engine, sometimes a rough idle, and in bad cases a hard-to-explain oil film inside the intake pipework or intercooler plumbing. On turbocharged models it can be misread as a failing turbo, and expensive parts get replaced for nothing. A pressure measurement at the oil filler takes minutes and settles it — the sort of check that belongs in any serious engine diagnostic session rather than a parts-swapping approach.
Escape Route Four: Through the Turbochargers
On the twin-turbo V6 and V8 models — the Ghibli, Levante, modern Quattroporte and Grecale — the turbochargers are fed pressurised engine oil and drain it back by gravity. Both directions can lose you oil.
A worn turbo shaft seal lets oil past into the compressor or turbine housing, where it is burned or blown through the intercooler into the intake. The tell is smoke that appears specifically under boost, oil residue in the charge pipework, and sometimes a faint blue cloud when the engine is revved after idling. But the seal is often the victim, not the culprit. Two conditions kill turbo seals:
A restricted oil drain. The return line has to let oil fall back to the sump freely. Coked residue narrows that line, oil backs up in the bearing housing, and pressure forces it past seals that were perfectly healthy. Replacing the turbo without cleaning or replacing the drain line simply resets the clock on the same failure.
Hot shutdowns. This is a Dubai problem more than an Italy problem. Pull off Al Khail Road after a hard run, park, and switch off immediately, and oil sitting in a turbo bearing housing at extreme temperature bakes into carbon. Repeat that a few hundred times over a summer and you have coked feed lines, a starved bearing and a seal on its way out. Thirty seconds of idle before shutdown after a spirited drive is genuinely worth more than any additive on a shelf.
Feed-line banjo seals and the lines themselves are also a leak source in their own right — and because they sit in the hottest part of the engine bay, what they lose evaporates rather than drips. That takes us to the fifth route.
Escape Route Five: Out of the Engine and Straight onto Hot Metal
An external leak that never reaches the ground is still oil consumption. On a Maserati the usual suspects, roughly in order of how often we find them:
- Cam cover gaskets and their sealing surfaces, which harden after years of heat cycling. On engines sealed with anaerobic sealant rather than a moulded gasket, the surface preparation on reassembly determines whether the repair lasts.
- Spark plug well seals, which can leak inward — oil pools around the plug, causing misfires and coil failures with no visible external leak at all. A misfire code on a car that also uses oil should always prompt a look down the plug wells.
- Cam phaser / variator seals at the front of the heads, which leak only when the engine is running and pressurised, so a cold inspection finds nothing.
- Oil filter housing and cooler seals, a favourite on the V6 because the leak runs down the block and looks like it came from somewhere far lower.
- Front crank seal and rear main seal, the two most expensive to reach — the rear main is also the most misdiagnosed, because gearbox fluid seepage from the bellhousing area looks identical to the untrained eye. Our Maserati transmission repair bay handles that differential diagnosis regularly, and getting it wrong costs an owner an entirely unnecessary engine-out job.
A dye-and-drive protocol resolves nearly all of these: degrease the engine completely, add UV tracer to the oil, drive the car through a proper heat cycle, then inspect under UV light with the trays off. Guessing from a cold, dirty engine is how the wrong part gets replaced.
Now the Engine Family: Not All Maseratis Lose Oil the Same Way
Only after the five routes are understood does model-specific knowledge become useful. Maserati’s modern range spans four completely different engine architectures, and the probable cause of consumption shifts with each.
The Ferrari-Built 4.2 and 4.7 V8 (Coupé, Spyder, Quattroporte V, GranTurismo, GranCabrio)
These naturally aspirated V8s were designed and built by Ferrari in Maranello, and they behave like it. Consumption on a healthy example is genuinely higher than a German saloon owner would expect, and a modest, stable rate is characteristic rather than faulty. What is not characteristic is a rising trend. On this family, look first at valve stem seals and guides on older, higher-mileage or long-stored cars, then at cam cover and variator seal weeping, then at the crankcase ventilation circuit. Because they are naturally aspirated, turbo-related causes are off the table entirely — which narrows the search considerably. Cars from this era also tend to be low-mileage garage queens in the UAE, and under-use is its own failure mode: seals dry out, oil sits, and the first hard drive of the season reveals everything at once.
The 3.0 Twin-Turbo V6, F160 Family (Ghibli, Levante, Quattroporte VI, Grecale)
Also assembled by Ferrari, this is the engine in most Maseratis on Dubai roads. Its consumption pattern is dominated by pressure paths rather than seals: crankcase ventilation faults, turbo feed and drain lines, and the oil filter housing. Timing chain and tensioner wear is a well-known concern on this family and is aggravated by tired or over-extended oil — which means an owner who ignores consumption is not just topping up more often, they are running the chain drive on a marginal oil film. That is the expensive version of this story. If you own a Ghibli, Levante or current Quattroporte and it has started using oil, treat it as a service-interval question as much as a mechanical one.
The 3.8 Twin-Turbo V8 (Quattroporte GTS, Levante GTS and Trofeo)
Everything above applies, doubled — twice the turbos, twice the feed and drain lines, twice the banjo seals, and a hot vee that bakes everything sitting inside it. This engine punishes hot shutdowns and neglected oil intervals more than any other in the range. It also rewards proper care: kept on the correct oil at sensible intervals and shut down warm rather than hot, it is not an inherently oil-hungry unit.
The Nettuno V6 and the Electrified Range (MC20, GranTurismo Modena/Trofeo, Grecale Trofeo, Folgore)
The Nettuno’s pre-chamber combustion and dry-sump lubrication put it in a different category. Level-check procedure alone accounts for many “consumption” reports on these cars, as covered above. Genuine consumption on a modern, low-mileage Nettuno is unusual and deserves a factory-level diagnostic session rather than assumptions borrowed from older engines. And on the fully electric Folgore models there is no engine oil at all — a “low oil” concern on one of those is a different conversation entirely, usually about reduction-gear or cooling-circuit fluid.
The summarising rule our technicians use: naturally aspirated Maseratis lose oil past seals; turbocharged Maseratis lose it through pressure paths and lines; dry-sump Maseratis are usually being measured wrong.
Why Dubai Accelerates Every One of These Mechanisms
Nothing on this list is unique to the UAE. What is unique is the rate at which the region drives each mechanism forward.
Sustained heat, not mileage, ages an engine’s seals. A car doing 8,000 km a year here endures more thermal stress than one doing 20,000 km in a temperate climate. Rubber hardens, sealant surfaces shrink, and oil oxidises far faster than any service schedule written in Europe assumes.
Short trips never boil off contaminants. A ten-minute run from a villa in Al Barsha to a mall in Downtown never gets oil temperature high enough to drive off fuel and moisture. Those contaminants thin the oil, accelerate ring coking and shorten its useful life well before the odometer-based interval expires.
Sand packs the cooling stack from behind. Fine dust builds up between the radiator, condenser and oil cooler where you cannot see it. Airflow drops, oil temperature climbs, and oxidation accelerates. If your engine also runs warmer than it used to, the cooling system deserves attention in parallel — the same principle we cover in our guide to radiator and coolant service.
Cars stand for months. Summer storage is normal here for weekend cars. Standing lets oil drain away from seals, allows deposits to settle, and flattens batteries — and the first drive afterwards is when smoke, consumption and leaks all announce themselves at once.
Service intervals get stretched. A drain interval designed around European driving is optimistic in 48°C ambient heat and stop-start traffic. Shortening it is the single cheapest intervention available against every mechanism on this page, and it is the reason our oil change service recommends Dubai-adjusted intervals rather than the handbook default.
What a Proper Diagnosis Looks Like at a Maserati Workshop
A credible investigation follows an order. If a garage quotes you for internal engine work before completing these steps, ask why.
- Confirm the consumption rate with a measured, recorded top-up over a known distance.
- Verify oil grade and fill quantity against the car’s build specification, and correct any overfill.
- Read every control module, not just the engine ECU — misfire counters and long-term fuel trims carry useful evidence.
- Measure crankcase pressure at the oil filler. This comes before any decision to reseal anything.
- Smoke-test the intake and ventilation circuits to find split hoses and failed separator diaphragms.
- Degrease, add UV dye, heat-cycle the car, and inspect with the trays off to separate leaks from consumption.
- Inspect the charge pipework and intercooler for oil residue if the car is turbocharged.
- Borescope the cylinders and run a leak-down test — and only now consider ring or guide wear proven.
That sequence is why an inspection is worth paying for. It costs a fraction of the repairs it prevents, and it is the same logic behind our wider car inspection service in Dubai. It also matters for compliance: a car smoking visibly at the tailpipe risks failing its RTA vehicle inspection, and a lit engine warning light will fail it outright.
Indicative Repair Costs in Dubai
Prices below are typical ranges at an independent Al Quoz specialist for Maserati models. Actual figures depend on engine family, model year and access difficulty; every larger job at our workshop is quoted in writing after a free inspection.
| Job | Indicative AED range | Notes |
|---|---|---|
| Oil consumption diagnosis (pressure test, smoke test, dye and heat cycle) | 600 – 1,400 | Often waived or credited against the resulting repair |
| Oil and filter change, correct specification | From 700 | Cost varies with sump capacity; V8s take considerably more |
| Crankcase ventilation valve / oil separator | 1,800 – 5,500 | Access varies enormously between V6 and V8 |
| Cam cover gaskets, one bank | 2,500 – 6,000 | Anaerobic-sealed covers take longer than gasketed ones |
| Cam cover gaskets, both banks | 4,500 – 10,000 | Usually done together on a V-engine to avoid repeat labour |
| Spark plug well seals (with plugs) | 2,000 – 5,000 | Frequently found alongside misfire complaints |
| Cam phaser / variator seals | 3,500 – 8,500 | Front-of-head access; often combined with chain inspection |
| Turbo oil feed and drain lines | 3,000 – 9,000 | Replacing a turbo without these is false economy |
| Turbocharger replacement, per unit | 9,000 – 25,000+ | Twin-turbo cars are rarely done singly |
| Valve stem seals | 9,000 – 26,000 | Depends entirely on whether heads must come off |
| Front crank seal / timing cover reseal | 6,000 – 16,000 | Chain-drive inspection usually sensible at the same time |
| Rear main seal | 12,000 – 30,000+ | Gearbox out; the most misdiagnosed job on this list |
| Engine strip for ring/bore wear | Quoted individually | A value conversation, not just a repair conversation |
Repairs at our garage can be split into interest-free instalments, and pickup and delivery across Dubai is free — details on our contact page.
Can You Keep Driving a Maserati That’s Using Oil?
It depends on the rate and the symptom, and the honest answer is not always “yes.”
Keep driving, but monitor closely if consumption is steady, under roughly half a litre per 1,000 km, there is no warning light, no smoke and no pressure warning. Check the level every fuel stop and carry a litre of the correct oil in the boot.
Book it in soon if consumption is rising month over month, if you see blue smoke under load or on start-up, if plugs are fouling, or if a misfire has appeared alongside the consumption. None of these will strand you tomorrow, but all of them get more expensive with distance.
Stop driving and recover the car if the oil pressure warning illuminates, if the level drops a litre in a few hundred kilometres, if smoke is heavy and continuous, or if consumption arrives alongside new mechanical noise. A turbocharged engine losing oil pressure destroys bearings in seconds, and an engine that runs low on oil in 45°C traffic does not get a second chance. The recovery fee is always cheaper than the rebuild — this is the same threshold logic we set out in our guide to signs your car needs immediate engine service.
There is also a downstream cost owners forget. Burnt oil poisons catalytic converters and coats oxygen sensors. Ignore consumption for long enough and the eventual bill includes exhaust components that had nothing wrong with them when the problem started.
Preventing Maserati Oil Consumption in the UAE Climate
- Shorten the drain interval relative to the handbook. Heat, dust and short trips consume oil life faster than kilometres do.
- Use the specified grade, verified against your VIN — not a “close enough” alternative and not a thicker oil chosen to mask consumption.
- Idle for thirty seconds before shutdown after a hard drive on a turbocharged model. It is free, and it protects the most expensive parts in the engine bay.
- Don’t let the car stand all summer without running. A monthly proper drive to full operating temperature keeps seals conditioned and burns off moisture.
- Clean the cooling stack rather than just rinsing the front of the radiator. Sand accumulates behind it.
- Log every top-up. The record is what turns a vague worry into a five-minute diagnosis at the workshop.
- Treat consumption as a service question first. A full luxury car service checklist catches ventilation, cooling and leak issues long before they become engine issues.
Frequently Asked Questions: Maserati Oil Consumption in Dubai
Is it normal for a Maserati to burn oil? A modest, stable rate of consumption is normal on high-output Italian performance engines, particularly the naturally aspirated Ferrari-built V8s. What is not normal is consumption that increases over time, or that appears suddenly on a car which never used oil before. The trend matters more than the number.
Why does my Maserati use oil but leave no drips on the floor? Because it may still be leaking. Full underbody trays and hot exhaust components catch and evaporate escaping oil before it reaches the ground. The tell is a burnt-oil smell after a drive rather than a stain on your parking spot.
What does blue smoke from my Maserati exhaust mean? Blue smoke is burning oil. On a cold start that clears in seconds, suspect valve stem seals. Under boost or hard acceleration, suspect turbo seals or piston rings. On deceleration after a sustained pull, stem seals again. The timing of the smoke narrows the cause considerably.
Can the wrong engine oil cause consumption in a Maserati? Yes. Oil that is too thin for the specification passes rings and guides more easily at UAE sump temperatures, and the wrong additive package can accelerate deposit formation. Always confirm the grade against your car’s build data rather than a generic recommendation.
Does oil consumption damage a Maserati’s catalytic converters? Over time, yes. Burnt oil contaminates catalyst substrate and coats oxygen sensors, which eventually triggers emissions faults and adds substantial cost to what began as a comparatively cheap repair.
My Ghibli’s dashboard says the oil level is low, but the workshop says it’s fine. Who’s right? Possibly both. The electronic level reading is only valid on level ground, at operating temperature, and after the oil has drained back. Checking on a slope or immediately after shutdown gives a false low reading — and topping up on that basis causes overfill, which itself causes consumption.
Is Maserati oil consumption covered by warranty? Manufacturers apply a defined consumption tolerance, and claims usually require a documented measured-consumption test carried out under controlled conditions. Independent servicing does not automatically void a UAE warranty, but keeping full records of oil grade, quantity and interval is essential to any claim.
How much does it cost to fix oil consumption on a Maserati in Dubai? Anywhere from around AED 1,800 for a crankcase ventilation fault to well over AED 25,000 for valve stem seals or turbochargers. This is precisely why a proper diagnosis first is worth its cost — the range between the cheapest and most expensive cause is more than tenfold.
Should I switch to a thicker oil to reduce consumption? No. It masks the symptom, slows oil delivery to the top end at start-up, and can interfere with hydraulic cam phasing on engines designed around a specific viscosity. Fix the cause instead.
Which Maserati models have the most oil consumption complaints in the UAE? Older Ferrari-built 4.2 and 4.7 V8 cars see more seal- and guide-related consumption because of age and thermal cycling, while the twin-turbo V6 and V8 models more often lose oil through crankcase ventilation faults and turbo oil lines. Both patterns are aggravated by extended service intervals in this climate.
Book a Maserati Oil Consumption Inspection in Al Quoz
Carzilla Auto Service is an independent Maserati service center in Dubai, based in Al Quoz Industrial Area 2, with certified technicians working on the Ghibli, Levante, Quattroporte, GranTurismo, GranCabrio, Grecale, MC20, Coupé, Spyder and Pininfarina-bodied models. Because Maserati’s V6 and V8 engines are Ferrari-built, the same expertise sits behind our Ferrari repair bench.
We diagnose before we quote, and we quote before we start. Bring us the consumption figure and we’ll find out where the oil is going.
