ALFA ROMEO SPIDER DUETTO REVIEW

Chic and sleek, Italy’s best-loved boat-tail roadster, the Alfa Romeo Spider Duetto, catches our eye...

The Spider Duetto doesn’t only look fantastic, but it is well known for offering a brilliantly composed and involving driving experience. The 1570cc twin cam engine is rated as one of the best of the era, providing plenty of power in a high-revving package, all of which is only enhanced by the wonderfully sporty engine note, even on stock examples. From 1967, the engine was uprated to 1779cc, which provided an additional 11bhp. 

The fantastic engine is mated to a truly inspired chassis, which is one of the main reasons the car handles as well as it does. With minimal sympathetic suspension upgrades, the car drives as if it’s on rails, and is much more planted through the bends than period rivals such as the MGB roadster. 

VITAL STATISTICS

Alfa Romeo Spider Duetto

Engine                                    1570cc/4-cyl/DOHC

Power (bhp@rpm)                  107bhp@6000rpm

Torque (lb ft@rpm)                 103lb ft@2800rpm

Top speed                                113mph

0-60mph                                  11.3sec

Consumption                            28mpg  

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

Duettos are prone to rot because the bodywork was assembled before the primer was applied. Inner sills are particularly susceptible and, being structural, this is a serious problem. Get a potential purchase on a ramp and have a look from below. If there’s any sign of crustiness or sogginess, walk away. Don’t be put off by fresh underseal, as it may be covering up paper-thin metal. If new sills are required, the cost is huge: both wings have to be chopped when replacing the sills, adding to the cost.

Wheelarches are prone to corrosion, so feel all around the inner arches for signs of rust and don’t be afraid to poke and prod. Once again, be wary of fresh underseal. Make sure you inspect the boot floor for signs of corrosion; any rust bubbling through is likely to be worse underneath. When the car is on the ramp, check the front crossmember behind the radiator both for rust and signs of welding. It is a muck and water trap and will more than likely need repair if it hasn’t already been done.

ENGINE

All Duettos were fitted with Alfa’s four-pot twin cam with an all-alloy engine block, which is sweet-revving and smooth-running, but they’re fragile if not cared for. Oil should be changed every 3000 miles, so look for a frequent service history, and ensure good oil has been used. Overheating leads to head gasket failure, so check the coolant for oil and inspect the oil filler cap for mayonnaise while the engine is cool. Let the engine warm up, keeping an eye on the temperature gauge. After a decent test drive, check the oil filler cap for mayonnaise again.

Check the side of the engine block for any oil leaks or streaks down its flanks. If three lines of oil can be seen then the O-rings below the camshaft bearings are shot. Be wary if the block looks too clean andbe sure to check it again after you’ve been for a test drive. Inspect the air filter for signs of oil from the breather pipe – this is a good indication that the block will require a costly rebuild. If so, walk away.

RUNNING GEAR

Running gear is typical Italian build quality of the era: not great. Steering and suspension bushes are susceptible to wear, so will have been replaced in anything nicer than a project car. Check that high quality replacements were used, as inferior parts are common. If the rear wheels have too much play, it is likely to be the trunnion bushes – count on needing nylon replacements if this hasn’t already been done. Metalastik bushes in the suspension wishbones are a weakness, seizing up after water damage. This is a common fault and a big job to put right, so look for evidence of repair in the history file. 

INTERIOR

Inspect the front floorpan on both driver and passenger sides. Lift any carpet and rubber mats, and if there are any rust patches or holes, walk away. Inspect the seat runners, particularly where they bolt to the floor. Also check for signs of damp – a leaking hood is a death sentence for a Duetto, eating away at the sills and floorpan. Check below the bottom of the doors, pulling back any rubber trim as water can become trapped beneath the rubber. 

Original interiors are rare and expensive to re-upholster, so check their condition; if the interior is non-original this will affect resale value. Electrics are typically Italian so check that everything is in working order. Gremlins can be a pain to fix, especially if you’re paying an electrician their hourly rate.

OUR VERDICT

Perhaps one of the most instantly recognisable of the Alfa Romeos, the Spider Duetto is also one of the prettiest. It enjoys a fashionable reputation unlike any other model, and has been synonymous with sexy chic ever since it first rolled off the production line in 1966. 

As much a style icon as a sports car, you can’t really go wrong with a Duetto and they also make a brilliant investment, providing you get a good one. If you’re not an expert, then it’s best to take one with you when viewing. Cheap cars can be dressed up to look like superb examples, but will most likely hide serious bodywork and mechanical issues that will cost a fortune to put right. As long as you buy wisely you’re unlikely to lose money, and you’ll have an involving and exciting roadster to enjoy throughout the summer.

There’s very little that exemplifies continental chic more stylishly than a Series 1 Alfa Romeo Spider Duetto. Architect-turned-TV-presenter Francesco da Mostro and celebrity chef Antonio Carluccio have both driven the sleek Alfa drop-tops on telly recently while showcasing the delights of Italy. Nothing seems to encapsulate the beauty of Italy – its food, fashion and people – as this old Alfa ragtop. 

Early boat-tail Duettos are easily the most desirable of the four incarnations of the car, the model that represents Pininfarina’s design at its purest. Unlike later cars, the Spider Duetto is almost timeless – it tugs on the heartstrings and can turn even the most partisan classic enthusiast misty-eyed. It’s not without its problems, but all that is forgiven as you blast along the road on a summer’s evening, the engine singing and the wind in your hair. There are cheaper and more reliable alternatives, but for sheer pleasure of ownership, nothing else will even come close. 

Alfa Romeo GTV/SPIDER 916 REVIEW

It may be one of the cheapest routes into classic Alfa ownership, but is the 916-series GTV a safe bet? We find out...

The coupé and Spider tend to appeal to different driving styles. The soft-top is arguably at its very best in V6 guise, the better to hear that amazing howl and tune out the inevitable scuttle shake and understeer-prone handling. As such, it works best as a quasi-grand tourer, and suits a more laid-back driving style.

Hardcore drivers, meanwhile, tend to gravitate to the 2.0-litre Twin Spark coupés – this is an engine that simply begs to be revved hard, and its lighter weight renders the front-drive handling less prone to pushing on ahead in the corners. Factor in the greater shell rigidity offered by the coupé body and an engine noise that’s almost – but not quite – a match for the V6, and it’s noticeably the better driver’s car.

It’s wise to try before you bu, though. The cabin might look amazing, – especially when swathed in ribbed Momo leather – but the driving position is still very Italian and doesn’t suit everyone, with taller drivers in particular often finding it difficult to get comfortable in the coupé.

VITAL STATISTICS

1997 ALFA ROMEO GTV 2.0 TWIN SPARK

Engine                                    1970cc/4-cyl/DOHC

Power (bhp@rpm)                  155bhp@6400rpm

Torque (lb ft@rpm)                 138lb ft@3500rpm

Top speed                                134mph

0-60mph                                  8.4sec

Consumption                            32mpg 

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

For once, there should be no evidence of rust anywhere on any of these cars, since they were galvanised at the factory, and every panel forward of the scuttle beneath the windscreen is made from a special plastic composite. A damaged bonnet clamshell is bad news, since it is pricey to replace. Rot anywhere else on a 916 can only be as a result of badly-repaired accident damage, so walk away. Likewise if you find uneven panel gaps, panel bolts that have obviously been disturbed or overspray.

Look down both flanks and check for impact damage. GTVs left the factory with no bodyside protection mouldings and so are vulnerable to unwanted attentions of neighbouring parked cars. Dents in the characteristic bodyside slash are particularly tricky to repair, so adjust the asking price to suit. Fading paint – especially on red cars – and lifting lacquer are common. A localised re-spray is the only answer.

ENGINE

Low oil on the dipstick points to indifferent maintenance, which is bad news on the Twin Spark engine in particular since it is known to use oil and requires weekly inspection. A loud rattling on 2.0-litre cars from cold means the cam variator is not long for this world. Oil cooler pipes corrode on V6s and are difficult to replace – expensive, too, since the radiator usually needs replacing at the same time.

Ask for evidence of cambelt changes. Alfa Romeo dictates 72,000-mile intervals for both 2.0-litre and V6 cars, but the general consensus is that they should be replaced every 36,000 miles. A full service history is a must, too – many owners fail to twig that a Twin Spark engine has twice the number of spark plugs usually fitted to a ‘four’, which in turn bumps up servicing costs. Any corner-cutting here will do the engine no good. A car that feels down on power probably just needs a new air flow meter.

ELECTRICS

Only buy a car that’s missing its brown master ignition key if you are absolutely sure of its provenance (or the car is extremely cheap), since rectifying a problem as simple as a flat battery can soon lead to big bills without it. Make sure you have the security code for the stereo, too.

RUNNING GEAR

Running gear is pretty bullet-proof, so graunching gearshifts point to a neglected or routinely badly-driven car. Clutches that only bite at the very top of the pedal travel are overdue replacement and only keep going by dint of their self-adjusting design. An excessively heavy clutch pedal on a V6 is often evidence of a slipping friction plate.

Noticeable slop in the corners (especially if accompanied by an irritatingly loud squeak) is almost certainly doesn to worn suspension bushes. This is a particular problem on 2.0-litre cars since the rear bush contains a steel insert that, if left for long enough, will eat into the aluminium subframe.

BRAKES

Make sure that the three main self-diagnostic dashboard warning lights (for the engine management system, airbags and anti-lock braking system) go out shortly after you start the engine. If they remain on (or don’t come on at all), then either the dashboard lights have failed or (more likely) there’s bad news lurking within one or more of these systems.

INTERIOR

Interior trim is generally pretty durable, but the side bolster eventually wears on the driver’s seat, whether it’s vinyl or leather trim. Make sure everything – windows, mirrors, air conditioning, stereo, sunroof – operates as it should. Failure to work could be down to something as simple as a blown fuse, but could also be indicative of something more serious.

OUR VERDICT

As with most Alfas, you tend to buy a 916 more with your heart than your head. You certainly don’t buy one for practicality, since the cabin is essentially a two-seater (token rear seats aside) and the boot is capable of swallowing a folding toothbrush, but not much else. No, the 916 unashamedly plucks at your heart strings, with its slash-sided Pinifarina-designed flanks and potent, tuneful engines.

They’re temptingly priced, too – most of the best ones won’t set you back by much over £5000, good foot-soldiers command no more than a couple of grand and, for those in possession of brave pills, serviceable ones are readily available for under £1000.

All generate addictive, sonorous top-end power, but the Twin Spark models tend to be more popular since they’re generally acknowledged as the better handler and cost less to run.

Actually, who are we kidding? Hang the expense, get yourself a soulful V6, and move into a house built next to a nice, long tunnel!

A 916 GTV can be hugely rewarding, offering as it does a brilliant steer and blinding value for money. Buy carefully, though – they’re colour-sensitive, so cars painted anything other than Alfa Red, black or silver can be hard to sell on again. Likewise, Alfisti prefer a leather interior and Teledial alloy wheels above all else. The pick of the crop? Budget £3000 on an early (pre- facelift) solid red/black leather GTV coupé 2.0.

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