Alfa Romeo 1966 to 1994 Spider Installation guide

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ALFA ROMEO 105/115 SPIDER FAQ
(covering cars built from 1966 through 1994)
ByScott Johnson
Copyright 1996
Third Edition, Released August 2001
All Rights Reserved.

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Table of Contents
Development and History 4
Introduction and Initial Development 4
Series 1 5
Spider Junior 7
Series 2 7
Series 2a 10
Series 3 11
Series 4 15
The Alfa Spider and FIAT“s Takeover 16
Final Comments 18
Things to lookfor when buying a Spider 19
Value and Your Alfa Spider 22
Modifying your Alfa Spider 24
Day to day in an Alfa Spider 28
The Care and Feeding of your Convertible Top 30
Maintaining your Alfa 31
Insuring your Alfa Spider 33
Driving Your Alfa Spider 36
Spider Trivia and Other Questions 37
Final Words 42
Appendix A: Factory Recommended Maintenance Intervals 44
Appendix B: Capacities and Recommended Consumables 45
Note: This document is not sponsored or endorsed byAlfa Romeo or its parent companyFIAT in
anyway.

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Development and History
Introduction and Initial Development
Its been said in other places that the Alfa Spider is a modern Morgan (for those of you who don't
know what a Morgan is, it's an English sports car that is in production to this daywhose origins
go back more or less unchanged into the 1930s). This is onlysomewhat true. The fact that it
soldiered on so little changed for so longa period meant that, at the end, it reallydid seem like an
automotive fossil. However, when the 105/115 Spiders first appeared theywere quite advanced
for their time.
With a pedigree that goes back to before the designers of the Corvette or Mustangwere even
born, and a reputation for design innovation and sophistication, Alfa Romeo Spiders should be
seen less as expensive Miatas and more as cheap Ferraris (the relationship is more than skin
deep... Ferrari got his start at Alfa).
To avoid confusion Iam goingto make some veryblunt and unsubtle generalizations of the
various types of 105/115 Spiders. These are roughlybased on what can be found in the British
book ”Alfa Romeo Spider„, byDavid Sparrow (Ospreybooks).
NOTE: Throughout this document Iwill be referringto these cars as, variously, 105, 105/115,
and 115 Spiders. This is the model numberingsystem Alfa Romeo used on their cars, and assists
people tellingthe various Spiders apart (Alfa has produced a number of different Spiders, with
model numbers like 750 and 101 as well as 105 and 115). This number can be found under the
hood of the car, on a plate riveted to the top center of the firewall.
Also, you maywonder what ”Alfisti„means. An ”Alfisti„is a person who is thoroughlysmitten
with Alfa Romeo automobiles, who dedicates a large amount of their spare time and a good
percentage of their income to maintaining, acquiring, and drivingAlfa Romeos of all sorts.
Alfisti are to Alfa Romeo what Trekkers are to Star Trek (we even dress funnyand have
conventions, but hardlyanyof us wear pointyears).
Unless noted in the text, Iwill separate the models bytheir bodystyle, and bodystyle only(this I
believe is valid, since the bodies were what changed the most through the years). Each car will be
given a "Series number". Theyare as follows:
1966-1969: Duettos and other ”roundtails„- Series 1
1970-1974: The first Kamm tails, ”Coda Tronca„- Series 2
1975-1981: US Market Kamm tails - Series 2a
1982-1991: "Aero" bodies, ”Aerodynamica„... the "Duck Tail" years - Series 3
1991-1994: "smooth" bodies - Series 4

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For anynon-American readers, Imust apologize for the ”US-centric-ness„of this document. US
cars are the cars that Iam most familiar with, and so will write the most about. Iwill tryto make
an effort to note where the European models differ from the US models. However, since a
number of US Spiders are being ”exported„byprivate individuals to Europe and other parts of
the world, the entire document will probablybe of some interest to you.
Series 1
It probablyseems surprisingto us today, but when the 105/115 Spider was first introduced (the
Series 1 cars), it was quite poorlyreceived in the press. It was thought ”gimmicky„or ”poured
from a jellymold„or other, even less kind things. Its coupe sibling, the 105 GTV, wasn“t treated
anybetter. It is difficult to conveyto readers who don“t remember what automotive designs were
like in the 1960s, when the car was introduced, how different and avante garde it reallywas. To
put it in some sort of perspective, it should be noted that the 105 Berlina (the four-door sedan
version of the 105 series, also sometimes called a ”Saloon„), whose styling, bycurrent standards,
can onlycharitablybe called ”plain„, was considered byfar the most attractive bodystyle of the
105 Series bythe 1960s-era automotive press. Fashions change in automobiles no less than in
clothing. (However, to avoid beinglynched byall those Berlina owners, who if anythingare even
more dedicated to their cars than Spider owners, it should be noted that the Berlina outperformed
the Spider in most respects, and is considered bymanyto be the only ”real„Alfa of the 105
series.)
Time has caught up with the Spider“s design (this seems to be a common occurrence with Alfas
of all sorts), since Ihave never heard anyone sayanythingbad about the looks of the cars today.
Quite the contrary, their stylingbears much more resemblance to modern cars than anyone could
have predicted when it was introduced.
At least some of the design features of the bodystylingdate back to the Superflow 1 and 2 show
cars introduced in the mid 1950s. The final shape of the 105 Spider was heavilybased on
”aerodynamica„show cars that premiered in the early1960s. It was probablythe final design that
Pinin Farina, the head of a famous Italian automotive designingfirm, himself had a hand in.
Pinin Farina, in case you aren“t familiar with the name, is the man, and the design firm, directly
responsible for a great deal of the designs Ferrari produced in the 1950s and 1960s, as well as
manyother famous Italian cars. Indeed, a Pinin Farina-designed car (a 1951 Cisitalia 202 Gran
Sport) is to this dayon permanent exhibition at the New York Museum of Modern Art as one of
the ten best automotive designs of all time.
When the Spider premiered it sported a "boat tail"... the rear sloped to a point just like the front.
Alfa originallytried to name the car "Duetto", a name picked from a contest held after the car's
introduction. Unfortunately(or not, dependingon your point of view), the name was reserved by,
dependingon who you believe, either Volvo or an Italian pastrycompany, and the Duetto name
was never officiallyadopted. The Italians called these Series 1 cars "osso di sepia", or cuttlefish
bone, a comparison that will be obvious to parakeet owners all over the world. Americans tend to
call them "round tails" or "boat tails".

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These cars were equipped with a 1570cc (1.6 liter... about 96 cubic inches) dual-overhead cam
all-aluminum engine, a design Alfa is justlyfamous for, four-wheel disk brakes, a five speed
transmission, and dual Weber carburetors. It included such (at the time quite uncommon)
comforts as roll-up glass windows, a simple one-pull-two-clips-it“s-up top which actuallysealed
well against the weather, a real heater, and comfortable (if narrow) seatingfor two.
For comparison, most English sports cars of the time came with engines derived from sedans (at
best) or tractors (at worst), four speed transmissions, drum brakes, and single, or even worse,
multiple SU carburetors. Theyhad "side curtain" windows (i.e. visqueen... plastic sheeting),
erector set tops, and heaters that might keep your right foot warm on a 50 degree day. Some
English designs neglected such ”niceties„as exterior door handles and trunk (boot) lids
Indeed, the performance and sophistication of the Alfa Spider prettymuch put it out of the
leagues of the ”classic„English sports car makes. It also was about 25% more expensive when
new. Neither Germanynor France were producingopen sports cars at the time, so the onlyreal
competition the Alfa Spider would have for a longtime would come from the original Lotus
Elan, a small, innovative automobile from the famous English engineer Colin Chapman.
Although the Elan design was four years old at the Spider“s introduction, it was still the onlycar
in the Alfa“s class. This would become a deeplyironic twist to the Alfa Spider“s historyin the
distant future (FIAT also produced a Spider, but this was designed, and priced, more alongthe
lines of the lower-cost English makes).
A Duetto was prominentlyfeatured in the movie "The Graduate", starringDustin Hoffman.
Indeed, the movie popularized the Spider so much that in later years Alfa created a "Graduate"
trim level in their US cars.
Because of this, and because the bodystyle was onlyproduced for about three years, Duettos
(and their round-tailed 1750 descendants) are the most valuable of all 105/115 Alfa Spiders.
Theyare incrediblyfun, extremelydistinctive cars even amongAlfa circles. One note: in 1968,
Alfa did not import cars in the US because of tighteningemissions standards. This would occur
again in 1970, probablybecause of problems with the SPICA injection system (more on this
later).
However, the interiors are quite primitive bytoday“s standards, with metal dashes, rubber mats,
and no center console. Wind noise is a problem with all Spiders at speed, especiallyso with the
uncarpeted models. And theywere originallynot equipped with rear anti-swaybars, makingthem
understeer verybadly.
The interior ergonomics of the Alfa Spider would always receive a great deal of criticism from
the American automotive press, especiallythe ”arms-out„drivingposition. ByUS standards, the
steeringwheel is too close to the pedals, forcingthe driver to ”reach out„for it. It has been
reported elsewhere that this position was actuallythe result of research that revealed that an
”extended elbow„drivingposition was actuallyless fatiguingover a longtrip duration. This may
or maynot be true. It is myexperience that, while the position does take a bit of gettingused to,

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it certainlyisn“t anyless comfortable than other makes or models with more conventional
layouts, and mayin fact be more comfortable over longtrips.
Spider Junior
In Europe, Alfa made a lower-cost, smaller displacement Spider available from 1968 through
1972. Called the ”Spider Junior„, it differed primarilyin engine displacement. The Junior was
fitted with the same basic engine originallyfitted to the 750/101 Giulietta series the 105 replaced.
Displacingroughly1300 cc“s, the engine“s output was about 30 hp less than its Giulia-engined
brother. The car was also somewhat more basic than the 1750 and 2000 Spiders, most notably
deletingboth the headlight covers that came standard on European Spiders and the interior center
console.
The Junior was created mainlyas a response to Europe“s verydifferent taxstructure on
automobiles. Vehicles there, especiallyin Italy, are taxed on a steep slidingscale usuallybased
on engine displacement. Although it is unclear to this author exactlywhere the cutoffs lie, it
would seem that there is (or at least, was) a major one at 1300 cc“s, and another at 2000 cc“s.
These taxes meant that while a certain class of people could probablyafford to buyan Alfa, they
couldn“t afford to keep it verylong. Introducinga 1300 cc variant of Alfa“s 105 line allowed Alfa
to fill this niche and broaden its market.
As with the later Series 2a in America, Juniors are noticeablyless powerful than their bigger-
engined brethren, but still recognizablyAlfa and still quite a lot of fun to own and drive.
Because of the different taxstructure in the US, the lower cost of fuel, and the typicallylonger
distances Americans drive their cars, Juniors were never officiallyimported to this country.
Some made it over anyway, but because of their smaller engines and lower performance are
usuallyworth substantiallyless than big-engined cars of the same model year.
Series 2
Around 1970 Alfa made a major alteration to the Spider's appearance by"choppingoff" the
boattail. This would be the onlyreal alteration in the car's appearance in Europe for the next
twelve years. People who own Series 2 or 2a cars can still see the boattail lines bystanding
directlybehind the car... a distinct "broad shoulder" impression is given, and the lines obviously
once came to a point. As noted above, Alfa didn“t import anycars to North America in 1970,
and, since most Spider production went there, there probablyaren“t verymany1970 Spiders
anywhere. Contemporaryautomotive press reports criticized the 1969 SPICA-equipped cars for
having ”flat spots„in their power curves, and this, in addition to radical changes in California
emissions laws occurringat this time, was probablythe cause of the ”famine„.
In the front, the Series 2 cars“center grille was made smaller, and the number of ”crossbars„
decreased from eight to five. In Series 1 cars the bumpers were so small and lightlybuilt theyled
to speculation that ”bumper„must have translated into ”expensive, extremelyfragile decoration„
in Italian. The Series 2 bumpers were made at least somewhat more functional, and integration

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was very, verygood. The exterior door handles were switched from an”external handle-and-
button„to an innovative semi-recessed design. Windshield wipers were changed from a then-
unusual interlockingstyle (the blades pointed inward at each other and swungto the outside) to a
more conventional side-by-side arrangement. The windshield rake was also increased somewhat,
improvingthe car“s looks, and probablyits aerodynamics as well.
In 1969 the engine displacement was increased to 1779 cc's, allowingAlfa to call the Spider a
"1750 Spider", evokinga famous pre-war Alfa type. The engine produced more power, but
retained the "zippy" feel and throatyexhaust that the 1600cc motors had. Alfa added a rear sway
bar sometime around 1971, substantiallyimprovingthe handlingof the cars bygreatlyreducing
the understeer exhibited bythe Duettos.
In 1969 for the US market Alfa introduced the SPICA fuel-injection system for the first time.
Created primarilyfor the famous Type 33 race car series, it was based on a diesel injection pump.
This all-mechanical system provided precise fuel metering, allowingAlfa to squeak under the
emissions laws of the US for several years without sacrificingpower, driveability, or addinga
catalyst. With the possible exception of Porsche, Alfa Romeo was the best adapted and most
driveable car make available in the US at that time.
Unfortunatelythe new SPICA system was kept a tight secret at Alfa (perhaps, because of the
SPICA system“s relationship with Alfa“s racingdivision, this was not entirelyas inexplicable as
would at first appear), and enthusiasts in the US greeted it for the most part with great suspicion.
In actuality, the system provides better fuel control than the dual-Weber setup, without
sacrificinganypower or driveability. It is verystraightforward, if somewhat unique, and once the
proper manuals and (relatively) inexpensive equipment are acquired, verysimple to set up and
maintain. In delivery, it is quite similar to the "tuned port" injection systems introduced in
American cars in the mid …80s, but is not anywhere near as pickyabout fuel quality.
None of this was clear to owners of Spiders in those days, so a sizable percentage were converted
to Weber carburetors. Because today's emissions inspection requirements are becomingmore
exacting, and workings of the of the SPICA pump are becomingfar better understood, an
appreciable number of these Weber cars are beingre-converted back to the SPICA setup. In
Europe, where Spiders were nowhere near as popular and hence less common, people are
actuallybeginningto import the cars back from the US, so theyare now experiencing(some
would saybeingafflicted by) the same troubles and joys of the SPICA system. A SPICA
equipped car will probablyhave the onlyworkingexample of a mechanical computer that you
will ever see (except for maybe a slide rule). Once you understand the system, it“s reallycool.
For a more complete set of recommendations about what to look for and what to avoid when
buyinga SPICA equipped Alfa, Irefer the reader to Pat Braden's Alfa Romeo Owner's Bible
(available from Robert Bentlypublishers), at this writingobtainable at most major book stores.
In addition to the drivetrain changes, Alfa began a slow process of improvingthe qualityof the
interior. It was duringthe earlySeries 2 cars (probably1970, but I'm not sure) that the well-
known (and sometimes oft-cursed in the automotive press) "dual pod" padded dash was

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introduced. At the time it was merelythe most radical expression of a twin-pod theme carried
throughout the 105 series. This was considered a prettybizarre setup as late as 1985 (the last year
it was produced), but it seems to have aged verywell... it certainlydoesn't look "antique", as the
metal-dashed Duettos do, and seems more aestheticallypleasingthan the similar executions of
this theme in the coupe and the berlina.
A completelyintegrated center console, holdingthe ventilation, wiper, dash lightingcontrols, and
some indicator lights, was introduced as well. However, for most of the Series 2 (and 2a) run, the
interior retained rubber mats and vinyl seat covers, and onlycame in black.
In 1971 Alfa introduced yet another enlargement of the twincam engine, the (now ubiquitous) 2
liter. Despite this fact, very, veryfew 2 liter Spiders seem to have been produced in 1971. In one
book only2 are listed as havingbeen imported into the US. It wasn“t until 1972 that the 2 liter
motor was produced in large numbers.
While this motor, in its pre-emissions form, produced (dependingon who you believe) 129 to
135 hp (one source claims 155 hp for the European version), it has always had problems with the
head gasket. Unlike other motors from other manufacturers, failingAlfa 2 liter head gaskets don't
leak coolant into the cylinders, but rather first leak oil into the coolant, and then coolant into the
oil (with potential major damage to the engine). This problem has never been completelysolved,
although advances in gasket design and the introduction of roller-pin-and-square-cut-o-ringkits
have helped a great deal. The model designation of the cars changed around this time as well,
becoming"115.XX" Spiders (the XX beingreplaced byvarious numbers, dependingon the trim
level of the cars and their relationship to the rest of the Alfa Romeo line). Theywill be referred to
as such through the rest of this document.
In myown opinion, the Spider“s overall combination of performance, refinement, and desirability
peaked duringthe 1970-1974 years (in the US, at anyrate). Which year is mostlya matter of
taste. The 1750 engines, while less powerful in raw numbers, are a bit "zippier" and smoother
than their 2.0Lcounterparts. Theyalso do not have the head gasket problems of the larger
motors.
However, 130ish horsepower out of a 117 cubic inch engine (the 2 liter) is quite impressive to
your typical speed-shop crowd, and, again in myown experience, there are very, veryfew
modern non-turbo cars with fewer than 8 cylinders that can keep up with a well-tuned …74 Spider.
Unlike later years, these cars came hot from the factory.
The owners of Series 2 cars are also in a happymiddle ground right now. The cars are clean,
high-performance machines that will probablyappreciate noticeablywhen the next "used classic"
car boom comes alongin about 5 years. Because the series was produced in Europe for another 7
years, most exterior trim is readilyavailable (albeit for a price, in some cases). With the
exception of the dash and center console, the interior trim is a complete match for the Duetto,
whose boost in value has spawned a cottage industryreproducinglike-new original interior
fittings. The dash, the instruments, manybodypanels (includingthe all-important floorpans... see
below), and nearlyall the mechanicals are shared with cars produced as few as five years ago.

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With the right set of parts suppliers, junk yards, and mechanical acumen, the Series 2 cars are
probablythe best candidates for "project" status for a do-it-yourselfer.
However, there were some detail changes in the appearance of the Series 2 cars. In 1970
(Europe) and 1971 (everywhere) there was a distinctive ”pinch„on the tip of the Spider“s nose,
just above the shield-like grille, carried over from Series 1. This apparentlywas deleted some
time around 1972 or 1973, makingthe nose of the Spider verysmooth. Probablyin 1973 an
elegant wooden steeringwheel replaced the thin, black plastic wheel found in the 1750 Spiders,
and ”turbina„style alloywheels replaced the stamped steel items that previouslyequipped all
earlier Spiders. The license plate lights were moved from the surface of the rear bumper to the
rear valance panel after 1972. Finally, in the 1973 and 1974 model years, increasingbumper
requirements forced a small but significant change in the front and rear bumpers of US cars.
Because of this, the bumpers of a 1973-1974 Spider are probablysome of the hardest to find (and
hence most valuable) parts of anySpider in anyyear.
Series 2a
This will mainlyconcern US owners, since the Series 2 cars continued essentiallyunchanged
(with Weber carburetors) until 1981 in the rest of the world.
After 1974 the US government reallylet the hammer down on the car industryin general. Safety
requirements were "improved" bythe addition of a 5-mph bumper requirement, and emissions
tightened to the point that even Alfa had to add a catalyst and learn to live with low-octane
gasoline.
The Series 2a cars are distinguished externallybythe large, prominent black rubber (babybuggy)
bumpers. It would seem that Alfa, like just about everyother European manufacturer except for
Porsche, had had it with Congress, who created all these noisome regulations, and NHTSA, the
US regulatingbodyresponsible for enforcingthem. The 5-mph bumpers seem to have almost
universally(and probablyrightly) been seen in Europe as a sop to the powerful US insurance
lobby. While the integration of these new "safety" laws byAlfa was better than, say, MG, it still
was nothinglike the effort that Porsche went through with the 911 in 1975. In what would
become a depressinglycommon event in the US Alfisti's life, the Germans beat Alfa to the
punch. The increased safetyrequirements would eventuallyadd over 300 lbs to the car.
Because California emissions required a catalyst earlier than the rest of the country, in 1975 and
1976 Alfa Romeo imported only ”49 state„automobilesi.e. for sale everywhere except in
California. Because California continues to have the most restrictive emissions inspections in the
entire country(bya longshot), it“s doubtful if even todayowners can bringcars from these two
years into that state and get them licensed without substantial fees beingimposed. If you live in
California and are consideringthis, please be sure to check with your local motor vehicle
department before you purchase the car.

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Carpetingbecame standard equipment for the first time in 1978, and a plethora of interior colors
were introduced (tan, blue, and graybeingthe most notable, although black was still quite
common).
The cars lost an unknown but noticeable amount of horsepower as well, and as time went on
became less and less driveable until the introduction of the Series 3 cars. Because of this, Series
2a cars, at least in their stock form, are probablythe least desirable of all the Alfa Spiders
produced.
In defense of the pluckySeries 2a owner (or future owner), the cars are still recognizablyAlfa in
both appearance and character. Because theyare (somewhat) newer than the Series 2 cars, they
are (again, somewhat) less likelyto have serious mechanical, rust, or collision problems. Those
massive, uglybumpers also mean that a Series 2a owner can laugh off impacts that would
seriouslydamage a Series 2, and probablyruin a Series 1 (”IT“S A SPORTS CAR! NO!IT“S
A BATTERING RAM!!„).
Ibelieve that there are veryfew 2a's out there that haven“t been modified in some way(and
indeed, there are some verysneakyways to modifythem that will increase performance but fool
Mr. G-man and his computerized minions), so the performance of a 2a you buytodaywill almost
certainlybe better than when theyfirst appeared.
However, you can't reallychange how much the cars weigh, and so the performance of a 2a will
probablynever match the performance of a 2 with identical modifications.
While modifyinga Series 2a to make it look like a Series 2 seems to be a good idea, accordingto
owners who have tried the conversion there are actuallya lot of changes in the structure of the
2a's that make it more complicated than it seems.
Accordingto what Iconsider a reliable source, the cars themselves took a dive in driveability
from 75-77, came up from 78-80, and then dove stronglyagain in 81 with the introduction of a
single-throttle SPICA system. 1981 was the last year of the Series 2a cars (well, sort of), as well
as the final year of the SPICA system.
Series 3
The Series 2a cars weren't QUITE finished, but changed in a significant enough waythat Iam
includingthe …82 2a's in with the Series 3 cars.
Because tighteningemissions standards finallystrangled even the SPICA system, in 1982 Alfa
converted the Spider to Bosch electronic fuel injection. Ibelieve a few years before that theyhad
converted to electronic ignition as well, makingthe two most fiddlyparts of the car
comparativelymaintenance free.
The Bosch systems (first the L-jetronic injection system, and then in 1990 the Motronic engine
management system) substantiallyimproved the driveabilityand reliabilityof the cars. However,

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accordingto at least one reliable source, theyalso lost a certain amount of character (the exact
conversation was, "yeah, theywent electronic, but now theydrive like Toyotas", to which I
replied, "yeah, but theyalso start like Toyotas"). While performance didn't increase noticeablyat
first, it did at least stabilize and, with the improved driveabilityof the Bosch systems, made the
cars more fun than their immediate predecessors. Reliabilityalso increased substantially. Indeed,
it often seems that 90% of the problems experienced bySeries 3 and 4 owners result mainlyfrom
poor electrical grounds.
In 1981 Alfa also switched the gearingof the rear axle from 4.5 to 4.1. This resulted in an
approximate 400 rpm drop in engine speed at cruise, with the resultingimprovement in fuel
economy. However, it also reduced the car“s absolute quickness noticeably. Dependingon whom
you believe, a limited slip differential probablybecame standard at this time as well.
In 1983 Alfa introduced the Series 3 car body, the first major revision of the Spider in the US for
eight years, and in Europe the first in twelve.
Because the lion's shares of Spiders have always been sold in the US, and also because Alfa's
financial troubles were beginningto get serious, the companydecided to standardize on this body
style. From this point on, European and US Spiders differed verylittle (although to what extent I
am not certain).
Bumper integration was substantiallyimproved from Series 2a, although still nothinglike the
elegance of the earlycars, goingfrom the uglyrubber bumpers to somewhat more stylish black
plastic and metal. A prominent lower spoiler was added to the nose, givingit a distinctive "chin"
(and somethingELSE to bash on speed bumps and parkingstops). Rear bumper integration was
especiallygood, although a controversial "duck-tail" spoiler marred this integration somewhat.
This item was a soft foam-rubber piece until 1986, when it was redesigned somewhat to
accommodate a third, centrallyplaced brake light. The material was changed to a hard black
plastic at this time. (special thanks to Stefan Stuerwald for advice on the spoiler)
Due to criticism from the automotive press, and a desire to begin fittingwider tires to the car,
Alfa substantiallystiffened the frame of the Spider at this time. However, the cars continued to
be known, and criticized, for their ”flexible flier„chassis. The increased weight also caused
performance to continue to decline.
The interiors were substantiallyredesigned for the first time since 1971. Although the same dual-
pod dash was retained, the center console underwent several detail revisions, and the rear portion
of the passenger compartment, which before was a basic (if roomy) "well", was flattened,
squared, and made smaller (mainlyto accommodate electronics and the new shoulder seatbelt
system).
What was once a verybasic, straightforward car was beginningto get quite plush and
complicated. Air conditioning, power windows, power mirrors, and leather upholsterybegan to
become commonplace.

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In the US, at least, the Series 3 cars were also separated into different trim levels at different
times in the run:
In 1982, you had the Spider 2000 and the Spider Veloce (pronounced vel-OH-chay). The 2000
had steel wheels, vinyl seats and a vinyl top, while the Veloce got alloywheels, leather seats and
a cloth top.
In 1983 and 1984, there was just the Spider Veloce.
In 1985 the line was split into three models, the Graduate, Veloce, and Quadrifoglio (pronounced
”kwah-drih-FOH-lee-oh„). The Graduate was the "introductory" level of trim, with vinyl seats,
vinyl top, and steel wheels. The Veloce came with leather seats, a cloth top, power windows and
power external rear view mirrors, and veryattractive "star" alloywheels. The Quadrifoglio came
with speciallydesigned leather seats, canvas top, "phone dial" alloywheels, a/c standard, special
carpeting, a redesigned front spoiler and tacked-on ”side skirts„, and a detachable hard top.
It should be noted that the cars differed onlyin trim, not in anythingimportant like engine output
or handlinggoodies. The Graduate was advertised as an "Enthusiast's Car"... i.e. it“s got all the
important stuff, but not the gadgets or the plush things. (special thanks to Joel Haileyof
International Auto Parts, John Burrows and Tess McMillan for the advice on trim levels)
Which reminds me... nearlyall Alfa Spiders, goingback to before the 105/115 Spiders, had hard
tops available. Ibelieve that the hard tops are interchangeable from 72-83, with a redesign in 84,
which are then interchangeable from 84-94. Ihave been advised that, while the hard tops are
nice, theyare also a pain, especiallyif you live in the warmer climates. It takes two people to
remove one, theyare large and difficult to store, and make impulsive decisions to lower the top
impossible (unless you want to leave it on the side of the road). Ihave been told that it doesn“t
seal much better than the foldingtop, and isn“t much quieter. However, it is supposed to make
the car noticeablywarmer, and the rear quarter windows of the later configuration substantially
reduce blind spots in these areas.
While the Series 3 cars have often been criticized for their gimmickylooks, it should be noted
that Alfa was just followingthe trends. You onlyhave to look at the Mustangs, 280 (and 300)
ZXs, and Honda CRXs of the period to see that Alfa wasn't alone in these stylingcues. And, as
before, the Series 3 cars were still veryrecognizablyAlfa.
In myown opinion, the production of the 115 Alfa Spider almost certainlyshould have stopped
before the introduction of the Series 3 car. Alfa alreadyhad a verysophisticated chassis with the
116 Series, and a new V-6 engine in the works, neither of which could be easilyadapted to the
115 body. Convertibles were comingback into vogue for the first time in over a decade, and the
time was ripe for somethingspectacular from the Pininfarina design house. However, for
whatever reason, this transition never occurred.
One likelyexplanation is the circumstances of the automobile market in the early1970s,
especiallythat of the US. The automotive marketplace of the US was completelydifferent than it

14
is today. Oil crises, an increased awareness of safety, a growingenvironmentalist movement, and
an activist mood in the government and the general populace of the US combined in such a way
that manypeople saw cars as little more than toxin-spewingdeathtraps built to create profits used
solelyto line the pockets of automotive executives.
There seemed at that time a veryreal possibilitythat the US government would ban convertibles
altogether (indeed, this was a contributingfactor to the US auto makers“decision to voluntarily
cease producingconvertibles at that time). It is possible that Alfa decided in 1975 (when the
Alfetta coupe, the first of the 116-based cars was introduced) that, since the lion“s share of
Spiders was goingto the US, it would be much more riskyfinanciallyto create an entirelynew
automobile, since their main market might be completelyshut down at anytime, and instead
chose to go with a proven design. Bythe time convertibles began to come back in the early …80s,
financial constraints at the companyprevented a new car from beingdeveloped. Besides, since
the 115 Spider lacked anyreal competition in its marketingniche (the Elan went out of
production in 1973), it sold quite well anyway.
An alternative hypothesis is that the Spider just wasn“t all that important to Alfa. When one looks
at the raw production numbers of anymodel year, spider sales were dwarfed bysedan sales, and
the coupes outsold them byorders of magnitude as well. The line of thinkingcould have been,
”the Spider keeps people comingto the showrooms, so whynot just leave it alone?„Of course,
such a hypothesis does not explain whyAlfa went to such considerable trouble to keep the Spider
legal in the US, and update its stylingperiodicallywith changes that required substantial
retooling. These were not cheap modifications.
At anyrate, the Spider stayed. Because convertibles were comingback into style, there are
actuallyquite a few comparative road tests in the literature usingthe Series 3 cars. Theywere
always praised for their road handling, styling, and (at the dawn of the dreaded cable linkage)
silkysmooth shifters, but were always criticized for the flexof the chassis (a trait which all Alfa
Spiders share to one degree or another), the lack of power, and somewhat bizarre interior layout.
However, it is apparent that the character of the cars always shined through, because when the
votes were tallied the Spiders always came in the top 3rd, if hardlyever #1 (indeed, as Irecall,
the automotive journalists of the time, in their infinite humility, always seemed quite surprised
that theyliked the cars so verymuch, seeingas how ”primitive„theywere).
In 1986 the dual-pod dash was retired in favor of a large "monopod" or "single pod" dash that not
onlyincorporated the tach and speedometer, but also oil pressure, temperature, and fuel gauges.
The holes above the center console where these gauges once resided were not deleted but instead
became air conditioningducts. Indeed, the dash itself never changed after 1970, and, aside from
color, is interchangeable with anymodel year, after 1970, with veryfew modifications.
Performance graduallyincreased from its all-time low of 1981. Alfa kept refiningand tuningthe
engine as much as possible to get power, economy, and emissions control. To this end, in 1980
Alfa incorporated variable valve timing(or VVT). The system is essentiallyan electromechanical
piston on the intake camshaft. Developed in the 1970s by Ing Giampaolo Garcea for Alfa, it was

15
termed "variatore de fase" bythe Italian engineers. This was promptlyrenamed "the phaser" by
the Americans involved with the team, and the name stuck.
At first onlyused as an emissions control device, later versions allowed improved cam timing,
givingbetter performance at high RPM but allowingcontrolled emissions at idle. Ibelieve it was
the onlyproduction car available in the US (perhaps anywhere) with such an advanced system
until well into the …90s. FIAT has rediscovered this device and now fits it to several of its own
engine designs. (special thanks to BD for information on the VVT system)
One gets the impression at this time of a companyquite concerned with its convertible sports car,
but seeminglyunwillingor (more likely) unable to create a new car that would have incorporated
the radicallychanged requirements of an automobile in the "emissions controlled" era from the
outset. However, if you wanted a quick, small, two seat convertible sports car, Alfa was pretty
much the onlygame in town. The Series 3 cars sold quite well, and are probablythe most
common Spider on the road today.
Series 4
After a serious upheaval at the companythat lead to its beingpurchased byFIAT, the 115 Spider
went through its next, and what would prove to be last, major bodyrevision in 1991.
Perhaps because of the influxof FIAT's cash, the Series 4 cars represent the most significant
bodyredesign since the Kamm-tail premiered in the Series 2 cars. Pininfarina, the design firm
that created the original Duetto some 25 years earlier, reallywent all out to make this revision
work.
Bumper integration (always a sore spot with the cars goingback, in the US, more than twenty
years) was nothingshort of wonderful. In front the inverted triangle grille that is an Alfa styling
trademark reappeared, again for the first time since the Series 2 cars. The front "chin" spoiler was
also redesigned, makingit better integrated and more subdued than in previous cars. The "side
skirts" were integrated and made part of the sheet metal rather than being"tacked on" as in the
Series 3 Quadrifoglio cars. In the rear, the oft-cursed "duck tail" was eliminated completely,
replaced bya subtle re-curvingof the entire rear bodyshell, which now formed the rear spoiler.
As with the Series 3 cars, rear bumper integration was especiallygood, and all bumpers were
now body-colored, rather than black-and-silver plastic as in Series 3.
Performance continued to be enhanced, and Ibelieve in 1992 the rated output of the 2.0Lengine
finallymatched its 1973-1974 peak of 129 hp. Unfortunately, all the neat bodyintegration came
at the cost of added weight, and, coupled with new US safetylaws, this caused the car to reach its
all time weight level, comingin at slightlyover 2500 lbs.
The ultimate result was a car whose performance was prettymuch stayingsteadywith the mid-
…80s Series 3 cars (i.e. fun but nothinga Ford Probe or Honda CRX Si couldn't handle). The
suspensions of the cars never changed much through the entire run, and handlingwas improved
mostlythrough increased tire performance. Power steeringwas introduced in 1991. An automatic

16
transmission was added as an option for the veryfirst time in 1992. This undoubtedlydecreased
performance even more, but to what extent Ihave not been advised. The interiors reached their
highest level of luxury, especiallyin the Quadrifoglio, which did just about everythingexcept
brush your teeth. The seats were redesigned again, but there were no other major revisions to the
layout of interior.
Because of these revisions, the Series 4 cars are, in the opinion of the author, the prettiest cars
since the end of Series 2. Production continued until the middle of 1993 (although, because of
slow sales, there mayin fact be ”1994„Alfa Spiders out there somewhere), when FIAT shut the
entire line down and began toolingup for a totallynew Alfa Romeo Spider.
However, these developments were not happeningin a vacuum. In 1990 Mazda unveiled the
Miata, a brilliantlydesigned sports car that evoked memories of all the brisk, fun-to-drive sports
cars of the mid …60s. In fact, it is said that the team that designed the Miata (which ironically
included a former Alfa Romeo service rep) did extensive research with the 101 and 105 Spiders,
mainly, it seems, to get that exhaust note down.
But the Miata did without the (sometimes perceived, sometimes veryreal) qualityand reliability
problems of those earlier, ”classic„sports cars. While its performance was nothingto write home
about, it positivelyoozed charm and was zippyenough to at least feel fast. And, most
importantly, it was relativelycheap, with an introductorysticker of, Ibelieve, $13,800 US in
1990. (special thanks to BD for advice on the relationship of the Spider and the Miata)
Perhaps the deepest ironyof all, though, was that the Miata verycloselyresembled (in exterior
appearance) the Spider“s first primarycompetitorthe Lotus Elan!
The Miata immediatelycreated a sensation and sold bythe thousands. To this dayIdon't think
anyone pays sticker for the things, with premium dealer mark-ups of over 20% beingquite
common at the marque's introduction. The introduction of the Miata spelled the virtual end of
sales for the 115 Spider. Because of this, and the inabilityof the Alfa 164 to compete in the
crowded mid-$30,000 sports sedan market, FIAT made the surprisingmove of totallypulling
Alfa out of the US market at the end of 1994.
The Alfa Spider and FIAT s Takeover
Was the Miata a car that Alfa should have, or indeed even could have, produced? Probablynot.
In the …60s, when at least a dozen "classic" sports car makes and models were available, Alfa was
more expensive than most. If the companyeven wanted to produce a sub-$20,000 Spider, its
financial straits prevented anythingbut incremental updates to its alreadyexistingcar. Bythe
time the new Spider was ready, Mazda owned the niche. Even if all the variables had been in
place at the right time, Alfa's nearlystupefyinglack of marketingabilityalmost certainlywould
have torpedoed anythingintroduced.
Most of these developments seem to have been chronicled by, and, at least in the English-
speakingworld, seen through the eyes of American writers (this author included). Therefore most

17
of what has been written about the latest chapter in the historyof Alfa Romeo is viewed through
a veryspecial set of colored glasses.
The US market was never as important to Alfa as the ones in Europe. While it was regularly
outsellingPorsche in Germany, Alfa was almost willfullyignoringboth marketingand dealer
qualityin the United States. Indeed, it can be argued that the onlyreal reason Alfa stayed in the
United States so longwas to give its executives an excuse to visit the countryusinggovernment
funds. The Italian government is rumored to have subsidized Alfa“s presence in this countryto
the tune of $1000 per car sold right up to the last vehicle made byAlfa as a government owned
institution. When, in the earlyto mid 1980s, Alfa became desperate for new markets and
expanded sales, its neglected US dealership network became an albatross around the company“s
neck (because of our penchant for lawsuits, it is nearlyimpossible for car companies of any
countryto rid themselves of incompetent dealers in the United States). Excellent, high-quality
sedans redesigned extensivelyfor the US market (the Milano and 164) were sabotaged by
incompetent and indifferent dealers.
The final takeover byFIAT has been seen as nothingshort of apocalyptic byAlfisti in manyparts
of the world. Cast as the archetypal villain in a David versus Goliath confrontation, manyAlfisti
now mention the name FIAT in the same waythat Americans tend to saythe name ”Saddam
Hussein„. Rubbish. There is no guarantee that Ford (the primarycompetitor for FIAT in the final
buyout) would have been anykinder to Alfa“s employees, nor might theyhave kept the
company“s product line anymore distinctive (would Alfisti have reallywanted to see a Mazda-
engined, Ford Capri-based spider successor?). Ferrari maybe what the average American thinks
of when someone says ”classic Italian car„, but to manyItalians it was, is, and always will be
Alfa Romeo. Duringthe buyout FIAT had to reassure the Italian people publiclymanytimes that
theywould keep the marque alive, and not merelyadd another badge to its vault (American
journalists gave the distinct impression at least some Italians, and not just the ones that worked at
Alfa, would have rioted otherwise).
TodayAlfa“s product line is revitalized. Newer, better cars are comingout with reassuring
regularity, consistentlyrated in the European automotive press as distinctlybetter automobiles
than similar offerings from their parent company, indeed often rated best in their class over all
competitors.
It is quite strikinghow the British automotive press, to pick a European example, treat FIAT“s
takeover with a complete lack of drama. Their impressions seem to indicate that Alfa is doing
just fine thank you. This optimism was once shared byUS Alfisti just after the takeover, and one
wonders how much of the criticism is due primarilyto sour grapes over the pullout rather than to
anyfault in the new product line.
Has the companylost some identitysince the takeover?Of course it has. But this is just a
reflection of the realities of automotive manufacturingin this era of electronics, emissions, and
economy. It can be said quite confidentlythat there are no trulyindependent automobile
manufacturers today. It is a shame that we in America must view the new Spider from the
proverbial sidelines, but this is changing.

18
In 2000 General Motors purchased a minorityshare in the FIAT auto group, and it was publicly
announced that Alfa would in fact be returningto the US. As of this writing, theyare scheduled
to return in 2005, first with a new Spider, and then perhaps with other sedan and coupe models.
Predictably, spyphotos of the new car reveal what to current eyes could onlybe called”avant
garde„, but onlytime will tell what we actuallyget, and how it will be perceived through the
years.
While the GM acquisition has garnered the predictable lines of Alfisti tearingtheir shirts and
weepingabout how the cars will become even less distinctive, all indications are that Alfa will
still be firmlyin control of the design of things that reallymattersuspension, brakes, and
engine. It seems from this angle that, as much as anycar marque can remain independent and
distinctive, Alfa will remain unmistakablyitself.
Final Comments
It is quite unfair to compare the 115 Spiders to the Miata and its imitators. Even though the cars
were produced at the same time, and competed for the same customers, the Alfa Spider is most
definitelya car from a different era. It should always be remembered that it was designed to
compete with Austin Healeys, MGs, Triumphs, Lotus“s and FIATs, all great names from the past,
now gone or changed beyond recognition. The fact that it could and did compete with Miatas and
their ilk is a testimonyto the brilliance of the basic design, and the dedication of engineers
hobbled bythe unpredictable automotive regulatoryclimate of the 1970s and then later bythe
financial constraints of their own company.
One onlyhas to look at what happened to the Spider“s original competitors to appreciate the
accomplishments of Alfa“s engineers. Austin Healeydisappeared as an automotive manufacturer
even before the 1970s. MG went to the absolute minimum with its MGB to accommodate the
American market, eventuallybecominga sad, unrecognizable, and anemic shadow of its former
pre-70s self. Triumph lurched from one ridiculous failure to another before, like MG and Austin
Healey, it too succumbed and ceased to exist entirely(these three events are tightlyinterrelated
with the decisions of the parent British Leyland group, and if the reader is interested theyare
encouraged to research these three grand marques and their sad demise). Lotus moved so far up
scale that todayits cars compete more with Porsche and Jaguar than with anythingelse. FIAT
kept pluggingalongwith its Spider, and perhaps was the most successful at keepingtheir product
alive. Yet FIAT itself pulled out of the US nearlya decade before it pulled Alfa, and veryfew
people would claim that the FIAT Spider was ever a better car than the Alfa.
The Alfa Romeo 105/115 Spider has a historyalmost as impressive as its pedigree. What started
out as an unpopular, somewhat underpowered roadster first turned into what amounted to a high-
performance open race car, and then later into a high-class open touringcar. Yet, despite all the
changes, you can still see the Duetto deep inside even a Series 4. Hidingunder all that
distinguished sheet metal, luxurious interior detailing, and electronic wizardryis the same zippy
little car that captured hearts nearlythirtyyears before.

19
”C“mon,„it whispers quietly, ”quit readingthe damned computer let“s DRIVE!„
Things to look for when buying a Spider
Especiallywhen consideringa Series 2a, 2, or 1 Spider, the most important thingyou need to
look for is rust. The cars are simple enough mechanicallyto be repaired byjust about anybody
(more on this later), and interior trim is readilyavailable and reasonablyeasyto replace yourself.
But the bodies of the cars can be rusted or bent to the point that it is not economical to fixthem
at all.
In truth, Alfas do not seem to rust more or less than anyother car of their era, although there are
certain areas that need to be looked at more closelythan others.
Spiders tend to rust around the fender arches, the rocker panels, and the floorpans. Test the
floorpans by*looking* at them, both from the top and bottom if possible (crawl under the car if
you have to). If you can, tap lightlywith a hammer and punch to make sure the metal is good.
Payspecial attention to the driver“s side footwell, as this seems to be the first area to go on many
cars. On later model cars, or anySpider with a batteryin the trunk, be sure to check the spare tire
well in the trunk for rust-through. Again, these things can be repaired, and replacement panels are
available, but, as theysay, they ain“t cheap.
Collision damage should also be checked. Bringa magnet with you and make sure it sticks well
to all major bodypanels. Be sure that all the trim and the doors line up properly(if theydon“t it
could be a sign of hidden collision damage). Take a long, hard look at the front nosepiece, as
people seem to just love backinginto these cars, and I“ve seen entire sections of that panel
constructed from bondo and scrap metal. Look in the trunk under the mat for wrinklingin the
sheet metalthis indicates a hit in the rear. None of these things necessarilydisqualifies a car,
but knowingwhere things are could make the difference between payingenough and payingtoo
much.
The cars are prettysturdymechanically. However, especiallywith older cars,”PO“s„(short for
Previous Owners) mayhave done unusual things to them in a misguided attempt to get more
performance (more on this later). Payspecial attention to emptybrackets, wires that don“t hook
up to anything, or misaligned mountings. As will be discussed later on, Alfas don“t normally
have anything ”extra„in the same sense as American cars, and missingpieces are usuallythe
sign of a hamfisted owner, an incomplete restoration, or collision damage (the bodyshop didn“t
put it all back together right).
Mechanicals should be checked in the same wayas with anycar. For further information on
checkingthe mechanicals of anymodern Alfa, the reader is again referred to Pat Braden“s Alfa
Romeo Owners Bible (see above). Some mechanical generalizations:
It“s normal for a Spider to leak some oil. The engine is aluminum and expands and contracts
quite a bit. Oil poolingin the spark plugrecesses is a sign of a leakyfiller cap rather than any
major engine malfunction. It is NOT normal for a Spider to leak anythingelse like coolant, brake

20
fluid or gear oil. Leaks of this nature can indicate expensive repairs are needed. Payspecial
attention to rear ends coated with thick, greasyoilengine oil usuallydoesn“t drip THAT far
back (and tends to be a lot less viscous than gear oil), and this could be a sign of a failed pinion
seal (in and of itself not a problem, but if the owner let it go the rear axle will get and stayvery,
veryloud).
Open the radiator (when the engine is cold) and run your finger around the filler neck. It should
be clean and free of anygoop. If you come up with a glob of Vaseline-like stuff, the car has a
leakinghead gasket. Again, this is not somethingto necessarilydisqualifythe car, but you should
be able to knock several hundred dollars off the price.
”Choke cables„on SPICA-equipped Spiders should be examined verycarefully. Iknow that
Series 2 SPICA cars, at least, came with a choke-like mechanism that, at first glance, seems to
act as a kind of mechanical cruise control. In fact, theyare reallyintended to help set the throttle
for the first morningcold start (if you have one that works, DON“T use it as a cruise controlit
doesn“t release with the brake and can be VERY dangerous if used in that fashion).
These must break a lot because I“ve onlyseen two cars with ones that functioned. These cables
go to the throttle linkage. Cables that go all the wayinto the SPICA pump itself are mechanical
aftermarket replacements for a device called a ”thermostatic actuator„, called a ”TA„for short.
TA“s acts as automatic chokes for the SPICA unit, but are fragile, expensive, and tend to wear
out over time. Theyare nearlyidentical in form and function to thermostats found on most older
refrigerators. Because the replacement cost is so high (usuallyaround $200), manyowners opt
instead for a mechanical cable device. Whether you want to put up with one of these is your
business (Itend to be of the opinion that ”sophisticated„Italian sports cars with exotic induction
systems shouldn“t have somethingthat Iexpect to see on an old International Harvester Scout,
but I“ve been called a purist before). The system can be re-fitted with a proper actuator, but at
some cost.
When driving, the cars should track straight and have verylittle slack in the steering, regardless
of age or mileage. If the car has more than 1 inch of free playin the steering, then somethinghas
worn out under there. Diagnosingsuch problems can be difficult. If you don“t feel qualified, take
it to an alignment shop and have them look at it to tell you what, if anything, is wrong.
It is also quite normal for the cars (anyyear) to have poor second gear synchros. The symptoms
of this are a ”buzz„or ”grind„noise when you tryto quicklyshift to second gear. Even longtime
Alfa owners sometimes graunch a second gear shift. Alfa never seemed to get around to fixing
this problem, perhaps because it would have required a redesign of the entire gear box. The
sychros themselves were designed byPorsche, leadingmore paranoid Alfisti to postulate
conspiracytheories. The onlyreal cure for this is to shift slowly, pausingbrieflybetween first
and second.
It is also normal for first gear to be difficult to engage after the car has been sittingstill with the
boxin neutral and the clutch released. Lightlypull the shifter down to second before goingup to