Fast Facts

• Best model: Early models
• Worst model: S4
• Budget buy: LHD S3/S4
• OK for unleaded?: Fine usually
• Will it fit in the garage? (mm): 4250 x 1630
• Spares situation: Okay
• DIY ease?: No real problems
• Club support: Good
• Appreciating asset?: Slowly but surely
• Good buy or good-bye?: Excellent buy

Timeless style is Alfa’s forte but these cars rust badly and proper repairs can be very costly.

Delightful twin cam is easy enough for DIY work; biggest concern is what unit is fi tted as many 1.3/1.6s upgraded.

Cockpit traditional – later S3/S4 cars can be rattier, especially US imports

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Tired of the usual steam age classic sportsters of the 1960s? Then do what Dustin Hoffman did and drive a sophisticated Alfa Spider!

The Alfa Spider was unique in its prime, not only because of the outrageous styling, but also because, whilst most competitors only sported a four-speed ‘box, primitive side windows, elementary carburettors and steam age engines, the little Alfa came with overhead (twin) cams, proper dual Weber carburettors, glass windows, disc brakes, fi vespeed transmission, an all-alloy engine, and only a slightly more expensive price tag. Frankly, there wasn’t much out there to compete with the Spider, as neither Germany or France were interested in producing opentop cars at the time. The only competitor the sporty Italian had, at the beginning, was Colin Chapman’s Lotus Elan. Pininfarina’s touch is also to be found in the last of the Spider series (4), in 1990. This version soldiered on until 1995 when the current Fiat-based front wheel drive Alfa Spider and GTV took over. It was the end of an era, but at least it means that there’s a Spider for those after a ‘modern’ car.

History

Alfa Romeo ran a competition for its new sports car, in search of the most appropriate name. Many entries suggested the name ‘Duetto’, always to remind people that the true nature of an open-top car is that of a two-seater. The choice was made, and Duetto is what the purists will call the fi rst Spider 1.6s, before the introduction of the 1750 version (1779cc).

In fact an Italian confectionery fi rm, Pavese, objected at the choice, claiming that it infringed its rights over the name, already given to one of Pavese’s biscuits. Alfa Romeo quietly dropped ‘Duetto’ from all literature and references to the car at the fi rst available opportunity, which came in 1967 with the arrival of the Alfa Spider 1750 Veloce, This was identical to the Duetto in everything apart from the engine. The Italian public had, however, already re-christened the original 1.6 model ‘osso di seppia’ (cuttlefi sh bone) because of its shape, with the rounded back ending in a sloped point, echoing the front shape, and the scalloped sides. The nickname was to apply to all Spiders, regardless of their engine, until 1969, when the new ‘Coda Tronca’ (cut or square tail) Spider was introduced.

Enormous publicity was achieved when the Duetto featured in ‘The Graduate’ fi lm, starring Dustin Hoffman driving the beautiful Spider, and the connection grew so popular that Alfa Romeo eventually created a ‘Graduate’ trim level for its US export Spiders! Only 6325 Duetto versions were produced before the end of 1967, making this particular model highly valuable. They were fun to drive but not as sophisticated as the spec sheet suggests: their chassis was based on the earlier open-top Giulietta and Giulia models’, and the 1.6 engine was the same as that powering the Giulietta Sprint Veloce GT (110bhp).

The Spider 1750 Veloce, launched in 1967, sported a bigger engine, a hydraulic clutch, and an optional ZF 25 per cent limited slip diff – much more acceptable. Almost half the production was destined for the USA market and fi tted with quirky indirect fuel injection rather than the double-barrel Weber carburettors. The following year a Junior version joined the range, with a happily-revving 89bhp 1.3 engine, to satisfy the needs of those who could not have otherwise afforded a Spider and also wanted to take advantage of the Italian tax structure on cars, which was based on engine displacement rather than price. The ‘osso di seppia’ shape was retained by the Junior until 1969, and then underwent the fi rst styling development: that year, Alfa Romeo showed its Spider models (both 1.3 and 1.7 Veloce) at the Turin Motor Show, sporting a truncated tail (coda tronca), a steeper windscreen rake, new bumpers and radiator grille. The 1.7 version also featured fl ush door handles and changes to its instrument console. The overall length of the model was affected, and so was its tiny boot, which benefi ted from an increase in vertical space.

It was only a question of time before Alfa introduced its 2.0, all-alloy, inline engine in the Spider. In 1971, the Spider 2000 Veloce made its debut, sporting the same stylish body as its smaller sisters, and a ‘2000’ badge which appeared above the left-hand rear light. This model was a huge hit in the States, with more than half its production (over 22,000) being shipped there, stripped of the trusted carburettors and replaced with fuel injection to meet the tough American anti-pollution law. The 1.6 originally fi tted to the fi rst Spider (Duetto) made a comeback in 1972, joining the 1.3 (out of production in 1977), 1750 Veloce (which would be phased out soon) and 2.0 versions. For a while, there were no other changes to the range.

In 1983 a substantially revised Spider boasted moulded front bumpers which incorporated a spoiler and front indicators, a rear spoiler and a three-spoke steering wheel. The plushest version, a 2.0 Quadrifoglio Verde (Green Cloverleaf) came three years later, complete with wider tyres, massive front and rear spoilers, new side skirts and revised interior and trim. Pininfarina penned the last version of the original Alfa Spider in 1990, and got rid of unsightly spoilers and fussy design, hailing a return to simpler, better integrated, chic lines. Power steering, fuel injection and three-speed autoboxes (for the USA market) were among the goodies lavished upon the restyled car, available in 1.6 and 2.0 guise. Alfa Romeo had been bought by Fiat, and – apart from the unavoidable upheaval – benefi ted from a serious cash injection. However, it is a fact that the Alfa Spider went through its long life with hardly any changes to its suspension set-up, relying only on improved tyre performance to take care of the deteriorating handling.

Driving

This is the best bit. Compared to the antiquated MGB and Triumph TRs, the Alfa is streets ahead and still feels pretty modern. Fragile and quaint it may look, but the Spider can take some stick on twisty roads, ripping through the gears and consistently redlining those delightful engines. By today’s standards, Spiders aren’t particularly quick now; even the top fuel injected 2-litre kicks out just 133bhp (with a 0-60mph in just under ten seconds), while the 1750 is only slightly slower (albeit sweeter). Don’t dismiss the 1300 if you stumble across one. Performance may be leisurely (0-60mph in around 14 secs for example) but it’s a gem and entirely acceptable for classic cruising.

Spiders are raw rather than refi ned, although a lot more cultured than a TR or MG. The driving position was criticised as it forced the driver to reach out to the steering wheel, and the pedals were too close (the UK press was, and still is, very fond of calling such position ‘ape-shape’). Alfa Romeo retorted that research showed a defi nite improvement in comfort when driving with ‘extended elbows’, especially during long trips. You just have to get used to it. Classics are all about character but with character comes some foibles – such as second gear synchro weakness on most Alfas. It’s best to do some double-clutch shifting, especially before the oil has warmed up if you want crunchfree changes.

In terms of fun, the early cars are best; later (mostly LHD US cars) may boast the same recipe, but they lose the taste. Try one fi rst though as the S4 with standard power steering may be benefi cial to some even if it loses out on precision to the earlier set ups. In the same vein S3 and S4 RHD converted cars aren’t done too well reckon some experts. It’s a matter of taste.

Prices

In general an Alfa Spider is slightly dearer to buy than an MGB. The older cars are the most valued of course, up to £17,000 for a top one has been known although ten grand is moe the mark. Pay around £6000 for a half decent example. The Series 2 cars are up to £5000 less with the 80s models the least valued, starting from £2500 for a goer and little more than £5000 for a peach. Series 4 cars can sell for around £1000 extra. Deduct at least 20 per cent on all prices for left-hand drive, irrespective of model as these can be harder to service and sell.

Three Of A Kind

Jensen-Healey

This car is a sort of ‘British Alfa’ in so far it uses a potent twin cam (Lotus) engine, fi ve-speed ‘box and a pretty sophisticated chassis. Sadly the Jensen-Healey never lived up to its on-paper promise, but it’s miles ahead of an MGB or Triumph TR for dynamics and better value, too. Spares and support isn’t as good, but it’s not bad either and these cars are fi nally starting to be appreciated.

Mazda MX-5

This is the modern sportster that’s giving the establishment such a hard time. World’s best seller, it’s becoming as big as the MGB in the classic aftermarket and will eventually take over that role. A clone of the Lotus Elan, the Jap scores with modern mechanicals and reliability – in fact it makes a brilliant daily driver. Mk1 has most character although later 1.6 cars can feel a tad slow. Good value still.

Lotus Elan

In terms of make up and advanced engineering, the Alfa’s closest rival comes from Lotus and the Elan is still a motoring marvel. Brilliant packaging, fast and superb to drive, only iffy reliability and constant care makes you save one for special days and duties although later Spyder converted cars (using modern Mondeo mechanicals) fixes this. Fixedhead Elan +2 is fi ne for small families, drives even better than standard Elan.