Alfa Romeo Spider and GTV type 916 (1995 to 2006)

The type 916 Spider and GTV were Alfa Romeo's two-seat roadster and 2+2 coupe of the late 1990s, launched together in 1995 to replace the long-running 105 series Spider and the GTV6. Styled by Pininfarina with a dramatic wedge profile, they were the first Spider to use front-wheel drive. Underneath they used the Fiat Group Tipo Due platform, but with a sophisticated multi-link rear suspension that gave sharp, agile handling.

Most UK cars have the 2.0 Twin Spark four-cylinder engine, with the famous Busso V6 offered in 3.0 and later 3.2 form. The V6 gives a glorious sound and strong performance but adds weight over the nose and some torque steer. The four-cylinder cars are more balanced and still lively. Sources tend to regard the Spider as the more enjoyable car to drive and the GTV as the better looking.

Reputation is mixed. The bodyshell was galvanised, so rust is less of a worry than on older Alfas, though it is not immune. Mechanically the cars are durable if serviced on time, but missed cambelt changes, oil starvation, worn suspension and fiddly electrics can make neglected cars uneconomic to restore. Sources consistently advise buying the best maintained car available with proof of belt changes.

• Years: launched 1995. Sources differ on the end date: Classic & Sports Car and Drives Today give 2004 for the end of production (with sales into 2005), while PistonHeads gives 2005 for the GTV and 2006 for the Spider, and evo's guide covers 1995 to 2006.
• Body styles: two-seat Spider with manual or power hood; 2+2 GTV coupe.
• 1.8 Twin Spark (about 142 to 144bhp): 1998 to 2000, mainly Italy, rare in the UK.
• 2.0 Twin Spark (1970cc, about 150bhp, later 153bhp in some sources).
• 2.0 JTS direct-injection (about 163 to 165bhp): Phase 3 only.
• 2.0 turbocharged V6 (about 197bhp): Italian and some left-hand-drive markets only, not sold in the UK.
• 3.0 V6 12-valve (Spider from launch) and 3.0 V6 24-valve (2959cc, about 220bhp).
• 3.2 V6 (about 236bhp): Phase 3.
• Gearboxes: five-speed manual; six-speed manual on later V6 cars. Front-wheel drive.
• Production numbers: Drives Today gives about 82,000 type 916s in total; Classic & Sports Car quotes about 39,000 Spiders. Treat both as approximate. A GTV Cup run of 419 cars was built, 155 of them right-hand-drive V6s.

• 1993 to 1994: small pre-launch batches, according to one source.
• 1995: official launch with 2.0 Twin Spark and 3.0 V6.
• 1996: right-hand-drive 2.0 cars on UK sale.
• 1997: 24-valve V6 in the GTV and UK V6 sales begin.
• 1998 (Phase 2): chrome grille surround, body-colour details, revised centre console and dash colour options; 1.8 added for some markets.
• 2000 (sometimes called Phase 2B): range simplified to 2.0 Twin Spark and 3.0 24-valve V6 with six-speed gearbox; GTV Cup introduced.
• 2003 (Phase 3): deeper grille with horizontal bars and lower intakes, 2.0 JTS and 3.2 V6 introduced. PistonHeads dates the phases differently, placing Phase 2 at 1999 to 2001 and Phase 3 after 2001.
• Production moved to Pininfarina around 2000, and some sources link this with a return of rust problems.
• UK trims included Turismo and Lusso, the latter with power hood, leather and sports seats.

Bodywork and structure

• Floor pans can perforate, usually at the rear, plus the inner arches and the area behind the side skirts. Sills are hidden behind plastic covers, so look underneath and at the jacking points.
• Rear wheel arch repair panels are reported as unavailable, making repairs costly.
• Subframes can rot; clonks from below may indicate damage.
• Stone chips and peeling lacquer on the bonnet and front wings are common, particularly on red cars.
• Rear light bars crack or haze and are getting harder to find. Original aerials are no longer available, and Spider and GTV aerials differ.
• Spider: roof leaks, especially where the hood meets the windscreen, are a serious concern. Check carpets and footwells for damp.

Engine

• All engines are interference designs, so a snapped cambelt destroys the engine. Alfa's original 72,000 mile interval was later cut to 36,000 miles or three years; many owners change at about 24,000 miles. The V6 interval is longer. Ask for paperwork and note whether the water pump and tensioner were also replaced.
• Twin Spark: a rattly, diesel-like noise on start up suggests a failing cam variator. Oil consumption is normal, so check the level and condition. Oil pumps can fail on higher mileage engines, starving the engine even with a full sump.
• Low power often means a faulty mass airflow sensor; hunting idle points to the idle control motor.
• V6: oil cooler pipes perish or rust, and a failure can quickly destroy the engine. Look for oil seeping from the cooler and gearbox, and listen for blowing exhaust manifolds.
• Radiators fail at the bottom and their brackets rust; thermostats are fragile.

Gearbox and drivetrain

• Gearboxes are generally reliable. Listen for rumbles and whines and check every gear engages cleanly.
• A high clutch biting point means wear is advanced. Clutch slave cylinders fail and driveshaft gaiters split.
• V6 dual-mass flywheels can be troublesome.

Suspension, steering and brakes

• The multi-link rear loses its sharpness when bushes wear; rear overhauls are expensive.
• Front wishbones wear and can bend on hard-driven cars. Uneven tyre wear points to worn suspension or misalignment.
• Rear spring pans rust and springs can drop through.
• Rear calipers seize, especially in cold weather; check the handbrake.
• Alloys are soft and easily damaged.

Electrics and interior

• Check every dashboard warning light comes on and goes out, especially ABS, airbag and engine management. A taped-over ABS light is a known trick.
• An airbag warning light is often just a loose connector under the seat, but one source warns that genuine airbag faults on Phase 1 cars are expensive to fix.
• Test windows, central locking, immobiliser and air conditioning. Instrument bulbs fail.
• Spider power hoods use hydraulic rams and locking motors that can leak or fail, and several sensors can cause faults. Parts are scarce. Operate the hood fully.
• Interior trim falls off, door cards are marked by seatbelt buckles, and centre consoles go sticky.

Identity and paperwork

• V6 and JTS cars are less common than the Twin Spark. Check engine numbers and badging match the V5C.
• An oval exhaust tailpipe usually indicates the original system.
• Make sure the red master key is present, as replacing it is costly. GTV Cup cars are rare, so ask for documentary proof of any claimed Cup history.

Service parts such as cambelt kits are readily available. However, some body panels, trim, lights and hood parts are now scarce, and buying guides warn that non-service parts can be hard to find. Independent Alfa specialists are the usual choice for maintenance, and rust-proofing is widely recommended even on sound cars.

The Alfa Romeo Owners' Club (aroc-uk.com (opens in a new tab)) has model registrars for most Alfa models.

• When was the cambelt last changed, with which parts, and is there an invoice?
• Has the cam variator, oil pump or V6 oil cooler pipework ever been replaced?
• Is the red master key present, and do all warning lights work correctly?
• On a Spider, does the hood work fully and has it ever leaked?
• What rust repairs or rust-proofing have been done to the floors, sills and subframes?