Assigned the unenviable task of replacing the nippy and responsive Giulia GT, the coupé version of the Alfetta had all the credentials needed to satisfy an increasingly discerning market that demanded not just performance, but also functionality for everyday use.
History of the classic Italian sports car
The classic Alfa Romeo Alfetta was created in 1972 as the successor to the Giulia family and, as tradition dictated, was followed by a coupé version. The latter was handed the daunting task of emulating the winning record of the Giulia Sprint GT, a task made all the more challenging by the Alfa management’s desire to offer the public a sports coupé that also provided a sufficiently roomy interior for everyday use. Habitability and load capacity were among the structural cornerstones that engineer Rudolf Hurska had engrained into the design of the Alfetta saloon, which was arguably his crowning achievement.
The job of designing the new Alfa coupé was entrusted in the second half of the Sixties to Italdesign, headed by Giorgetto Giugiaro, who in his younger years had worked for Bertone and helped to define the lines of the Giulia Sprint GT. The Giulia's tried-and-tested mechanicals again formed the basis for the initial design, which was further refined with the Alfetta’s new mechanical layout. In this case, the transaxle architecture relocated the entire clutch and gearbox assembly onto the rear axle, which facilitated Giugiaro's mission of creating a more spacious cabin.
The result was the Alfetta GT, released in 1974, two years after the saloon. The stylistic features penned by the Piedmontese designer were incorporated into a wedge-shaped profile. The most revolutionary element was the windshield, which like the bonnet was steeply raked. The four-headlight grille exuded all the grit of a true classic Alfa sports car, while the front spoiler was made of soft black resin to avoid detracting from the elegant styling. The car’s wedge shape was most evident when viewed side-on, the body ending in a cut-off tail with recessed light clusters. The hint of a rear spoiler in the slightly upturned tailgate was also particularly well executed. The rear window counterbalanced the steeply sloping front windshield and merged nicely with the large, split rear passenger windows, part of which could be rolled down, making for a brightly illuminated cabin.
Features of the Alfetta GT
The interior provided ample space for two rear passengers, fulfilling a key requirement of the design brief, while the front seats were sporty but comfortable with good side support and excellent adjustment settings, including for seat elevation. But the sporty nature of the car was most apparent in the dashboard, which had Alfa Romeo’s competitive DNA all over it. The panel behind the steering wheel contained only a circular rev counter, while a rectangular binnacle in the centre of the dashboard housed the remaining instruments, from the speedometer to the oil pressure, water temperature and fuel level gauges, plus all the associated warning lights. It's difficult to imagine anything racier.
Following the mechanical evolutions of the saloon, the first GT was joined by the Alfetta GTV, which became the star attraction with its 2.0 and 2.5 V6 engines and updated interior and bodywork that catered to changing market tastes. Memorably flamboyant versions were built by Autodelta, the foremost of these being the legendary GTV 2.0 Turbodelta.
The Alfetta GT had a 110 mm shorter wheelbase than the saloon, but mechanically it shared the same 122 hp "milleotto" twin camshaft engine, while the transaxle architecture had the same five-speed gearbox and axle ratio (10/41), albeit with wider and slightly lower profile tyres: 185/70 on 14-inch rims. The kerb weight of the new Alfetta GT was just 6 kg lighter, but its declared top speed was a good 15 km/h faster at 195 km/h.
Introduction of the twin cam engine
In the summer of 1976 the GT 1.8, just like its saloon counterpart, was supplemented with a more economical version, the GT 1.6 version with 109 hp. The Alfetta GTV 2.0 was also released with a two-litre twin cam engine that output 122 hp. The only details that distinguished this "Veloce" variant were small overriders on the bumper and the GTV script in place of the diagonal slats on the C-pillar quarter vents. Thin body vents between the grille and bumper increased air flow to the engine compartment, without undermining the overall elegance of the front profile. The rims were slightly different too, fitted as standard in steel with rectangular holes. Inside, the dashboard was embellished by a wooden moulding.
Still in lockstep with the saloon, a further power upgrade arrived in the spring of 1979 with the Alfetta GTV 2.0 L, which now delivered 130 hp. The chassis was upgraded to the higher specifications with sportier calibrated suspension, while on the inside, new fabrics covered the seats and door panels. The GTV and GTV L became the most numerous Alfetta coupés on the road, with over 31,000 and 26,000 units produced respectively.
The first major facelift arrived at the end of 1980: black trim replaced all the chrome elements and the front spoiler became larger, more conspicuous and extended further under the bumper, which like the rear bumper was now entirely made of resin. The tail lights were grouped within a single assembly that protruded from the bodywork. Also different were the alloy wheels, which were still optional. This new Alfetta GTV 2.0 was joined at the end of 1981 by the Grand Prix limited edition, which was exclusively available in red with contrasting black mouldings and dark grey alloy wheels. Its interior featured a red carpet, with black and grey velvet upholstery down the middle of the seats and a more conventional dashboard design.
Also released alongside the 130 hp, two-litre version was a variant with V6 engine derived from the Alfa 6. Unlike the flagship model, its fuel delivery relied on Bosch L-Jetronic fuel injection rather than six single-barrel carburettors. It produced 154 hp, with smoother delivery and maximum torque (21.6 kgm) as high as 3,200 rpm. It had a stronger drivetrain, self-ventilated front brakes and suspension settings calibrated to the higher specifications, along with a noticeable bonnet bulge to accommodate the bulkier engine.
From 1983 until 1986, the range consisted of the four-cylinder 2.0 and the six-cylinder 2.5i. These last GTVs in the Alfetta family had more refined and better soundproofed interiors and just a few aesthetic tweaks.
The transformations carried out by Autodelta deserve a whole article to themselves. The first was in 1977, when 20 units were built exclusively for the German market with the 2.6i V8 engine derived from the Montreal supercar, which in turn was inspired by the V8 on the stunning 33 Stradale. They developed 200 hp, accelerated from 0 to 100 km/h in 7 seconds and boasted a top speed of over 230 km/h.
The best-known conversion, however, came along in 1979: the Alfetta GTV 2.0 Turbodelta. Autodelta developed a supercharging kit containing numerous elements including the KKK turbocharger and "pressurised" double-barrel carburettors, which boosted power output to 150 hp. Alfetta 2.0 models rolling off the production line in Arese headed to Settimo Milanese to be converted into Turbodeltas, with around 400 units built in order to gain Group 4 homologation. The livery was flashy and generally red, with a matte black bonnet and rainbow side stripes emblazoned with TURBODELTA. One celebrity who was frequently photographed in Italy behind the wheel of his GTV Turbodelta was Formula 1 driver Niki Lauda, who at the time was racing for Brabham-Alfa Romeo.
The very last GTV had an Autodelta-tuned engine and was produced in just 200 units for the South African market from 1984 to 1985. It was fitted with the V6 from the Alfa 6, increased to 3 litres for a power output of 186 hp. Inside it had right-hand drive, Recaro seats and the first-series dashboard; outside it sported a resin bonnet with central NACA intake and alloy wheels paired with Pirelli P7 tyres.
The Alfetta GTVs performed well in competitions. Initially, privateers took the GTVs onto the track while Autodelta remained officially committed to rallies: the pairing of Pregliasco-Reisoli won the Italian Group 2 Championship, becoming poster boys for the car’s advertising campaign during that period. The same crew was involved in the European Championship, securing a commendable victory in the 1980 Danube Rally. Alfa returned to track racing with the introduction of the V6 2.5i, scooping four consecutive European touring car titles from 1982 to 1985 and two French championships in 1983 and 1984. In rallying, driver Bruno Bentivogli won the Italian Group N Championship in 1982 and the Group A Championship in the following two years.
Total production of all Alfetta GT and GTV models from 1974 to 1986 exceeded 137,000 units, a remarkable result compared with the saloon version, which amounted to almost 476,000 units. The coupé was much-loved by the public because it embodied the true essence of classic Alfa Romeo cars with its sporty character, while offering that extra bit of room which broadened its appeal and enabled it to keep pace with the times.
