Marque: Alfa Romeo - Company History & Models - Cars By Brand

PAST: A truly legendary Alfa, and one of the most famous of all.Work started in 1952, the hugely popular Bertone coupe arrived in 1954, preceding the saloon version by ayear. A Ti version in ‘57 sported twin carbs. Sprint Veloce was created with competition in mind, Zagato’s Giulietta SZ (‘Sprint by Zagato’) was specifically designed for GT racing and had a lightweight alloy body. Pininfarina’s short wheelbase, two-seater Spider (1955-1961) was a something else again.

PRESENT: Another lovely 50s Alfa offering fairly spirited performance and real character although that column shift takes getting used to. Coupes/cabrios are sexiest, saloons are the most practical.

FUTURE: Still good value – especially ordinary saloons – but all rot like mad and restorations will be very expensive. Try importing one from sunnier climes instead.

Little known in the UK in comparison with its coupe stablemates, the Alfetta was Alfa Romeo’s medium-sized prestige offering from 1972, with the interesting combination of a unitary four-door body with a (Ferrari-style) that was combined with the rear axle. This gave the Alfetta an excellent weight balance and handling at the top of its class. Initially, all UK market Alfettas were only available with a perky 1.8 twin-cam but this unit was reduced in size to 1600 in 1975. The popular option of the 2000engine was available from 1977. A rust-free model is a practical alternative to a GTV and a very nice family GT but the trouble is finding one that’s not a rust bucket.

PAST: Looking rather like a ‘grown up’ Alfetta, Alfa 6 is a conventional saloon and was the new range topper when introduced in 1979. Under the lid lurked a new 2.5 V6, driving the rear wheels through a five-speed manual gearbox. As with the Alfetta, the de Dion rear axle was employed. Options included ZF power steering and a three speed auto, also by ZF. Electronic fuel injection was a feature of the 2.5 ‘Quadrifoglio D’Oro’ version launched in 1983. Square headlamps replaced the earlier circulars for the second series, from 1983.

PRESENT: Not the best Alfa Romeo to be honest with woolly handling although that V6 is a gem. Other power units included a four-cylinder, two-litre petrol engine and a turbo diesel but most were never offered in this country.

FUTURE: Always exclusive and are rarely encountered today, yet are still bargain priced. Novelty value only though!

PAST: Questionable styling shocked the public in the ‘90s, while high-tech, light-weight composite materials (resin and glassfibre) clothing a competition version of the Alfa 75’s steel floorpan – plus its suspension layout including the De Dion/rigid axle at rear – thrilled the enthusiast!

PRESENT: A pleasure to drive with that famous engine roaring happily across country; the steering is precise and pin sharp. Brakes always weak and rather a let-down (usually uprated by owners and it’s left-hand drive only.

FUTURE: Most SZs are to be found in Western Europe, with a handful in Japan. Built to impress until ten years ago, the ‘Monster’ was fetching almost as much as it did when new. With its iconic engine and extreme looks, it is still a unique and intriguing car to consider. It cost around £30k at launch in 1989 and with only 998 cars left it is not a common Alfa meaning values will remain high.

PAST: After years of making mediocre cars, Alfa had its long-awaited renaissance with the launch of the 156, a compact 3 Series rival thanks to which the Italian became a serious competitor to the German luxury brands. The underpinnings were virtually all-new (starting from a heavily modified Fiat ‘Tipo’ platform), as was the fresh styling by Alfa’s Centro Stile. Later cars saw diesel power and the Selespeed semi auto transmission.

PRESENT: The 156 is still one of the most stylish cars on a modern market full of stereotypes. It’s decent performer with good handling and a supple ride. The interiors are lovely; Lusso packs are most preferred. Sportwagon estates are useful but sporty, sulky Selespeed semi auto isn’t!

FUTURE: Could this be the last true classic Alfa saloon? Classic status is still years away but the 156 make great neo classic daily drivers and a perfect, cheap run-around.

PAST: Replacing the Giulia in 1968, Bertone’s 1750 was fitted with a 1779cc variant of Alfa’s legendary twin cam, and a revised version of the Giulia’s running gear with a rear anti-roll bar (not present in the Giulia) and a hydraulic clutch servo. 2000, powered by new 2-litre tune of proven unit, was launched in 1971 and identifiable by wider front grille. GT Coupé and Spider Veloce versions also offered in addition to the saloons. And don’t forget sweet those easier to own 1300/1600 Juniors from 1966-77.

PRESENT: Exotic spec means that this Alfa is still a fine fresh-feeling drive, especially in the handling department. Most 1300/1600 probably been swapped for 1750 power and this is nicer than the torquier 2000 unit.

FUTURE: They’ll be no shortage for buyers and perhaps 1300/1600 Juniors may also find a niche, too. There’s plenty of good cars around for sensible money still.

PAST: The 1900 was replaced in 1957 by the larger Alfa 2000 (with wider track and wheelbase), keeping the predecessor’s twin overhead camshaft, 1975cc engine for both the six-seater saloon and the lovely Touring-designed, two-seater Spider, which sold better. From 1961 a 2+2 was available. Bertone was again responsible for the two-door, four seater coupé (designated Sprint) version in 1960 and this was the first production Alfa Romeo to feature quadruple headlamps.

PRESENT: A landmark for Alfa styling the Sprint was always a rarity as only 700 were made. Unusually for a 1950s design, car wears a five-speed gearbox but with a column gear change in the saloon, floor in other versions while drum brakes still ruled. A cultured car nevertheless.

FUTURE: Saloons rarely seen in the UK so parts and restos could be difficult and always costly, especially on Spiders.

PAST: Replacing the Alfasud, the new 33 was ‘new bottle same wine’ although it was stiffer sprung and the rear brakes now relied on drums. Five-door estate featured a selectable four wheel-drive system (from 1987 estates were front-drive only). A sporting variation, in the shape of the 33 1.5 Quadrifoglio Verde, with uprated suspension, arrived in 1984. In 1990 the range was fully revised and a 1.7-litre version with ‘intelligent’ AWD was also introduced.

PRESENT: Logical development, but the 33 lost the Sud’s unique character. That said the grippy 4x4s and estates are classical use-able ‘moderns’. A diesel-powered 33 was also offered but rarely spotted these days.

FUTURE: Nothing doing really in terms of classic status but all can make useful daily drivers. Worth buying a rough example purely for spares, of course, as they will become fast become obsolete. Restorations are for the dedicated only.

PAST: Introduced in 1985 to celebrate 75 years of Alfa, the 75 (sold as the ‘Milano’ in the United States) employed same mechanical and chassis features found in the Alfa 90. The Milano range (2.5 and 3.0 Quadrifoglio Oro, Argento and Platino) was built for the US market. Rapid versions included the1.8 turbo and the 2.0 Twin Spark (two spark plugs per cylinder). The 2.4-litre diesel variant was fitted with a VM power unit. The 75 achieved some success in motorsport in the late 1980s.

PRESENT: As with the 90, the 75 was good rather than anything special to drive, although the advent of the TS engine line up ensures sparky performance plus it’s a fairly roomy and practical saloon.

FUTURE: These days the 75 still offers brio and great value for money – but with no classic status or indeed much likelihood of it in the near future?

PAST: Alfa’s new ‘Escort’, the 145/146 range was powered by the venerable boxer engines first and the Twin Spark units in 1996. Unusually, the three-door and the five-door versions sported a different look. More austere for the proper family car (146) and sportier for the 145, all were aimed at younger enthusiasts perhaps new to Alfa Romeos.

PRESENT: Never a huge success, due to the unwise decision to initially use ageing ex-Alfasud engines. By the time the superior Twin Spark engines arrived, the public and the press had made their minds up and discarded the ugly 145 and 146 as yet another Alfa Romeo flop.

FUTURE: It’s unlikely owning any will attract the envy of one’s friends… Unloved and forgotten, these perfectly competent cars can occasionally be found, albeit in a sorry old state, going for pennies but no classic status.

PAST: Alfa’s first ‘common’ car, the Alfasud is still pure Alfa in character. yet was a complete departure from previous, featuring front-wheel-drive, a horizontally-opposed‘boxer’ engine, all round disc brakes (mounted inboard at the front) and more. A two-door Ti arrived in ’74 and two years later a five-speed ‘box was standardised. In the same year, Sprint (coupé) and Veloce models were added to the line-up. Bigger 1.3 and 1.5 engines from ’77.

PRESENT: Arguably the template for all modern FWD family cars that followed, the Sud is a landmark with brilliant handling and a fine ride. Always cries out for more go – even top Tis – but Sud has real practicality and civility about it. Estates sadly never marketed in the UK.

FUTURE: One for the future, especially the wonderful Ti and Sprints? It’s finding the good rot free ones left that’s the real challenge… Justifying high resto costs the next!