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

Table of Contents

Development and History Introduction and Initial Development Series 1 Spider Junior Series 2 Series 2a Series 3 Series 4 The Alfa Spider and FIATs Takeover Final Comments Things to look for when buying a Spider Value and Your Alfa Spider Modifying your Alfa Spider Day to day in an Alfa Spider The Care and Feeding of your Convertible Top Maintaining your Alfa Insuring your Alfa Spider Driving Your Alfa Spider Spider Trivia and Other Questions Final Words Appendix A: Factory Recommended Maintenance Intervals Appendix B: Capacities and Recommended Consumables 44 45
Note: This document is not sponsored or endorsed by Alfa Romeo or its parent company FIAT in any way.
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 day whose origins go back more or less unchanged into the 1930s). This is only somewhat true. The fact that it soldiered on so little changed for so long a period meant that, at the end, it really did seem like an automotive fossil. However, when the 105/115 Spiders first appeared they were quite advanced for their time. With a pedigree that goes back to before the designers of the Corvette or Mustang were 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 I am going to make some very blunt and unsubtle generalizations of the various types of 105/115 Spiders. These are roughly based on what can be found in the British book Alfa Romeo Spider, by David Sparrow (Osprey books). NOTE: Throughout this document I will be referring to these cars as, variously, 105, 105/115, and 115 Spiders. This is the model numbering system Alfa Romeo used on their cars, and assists people telling the 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 may wonder what Alfisti means. An Alfisti is a person who is thoroughly smitten with Alfa Romeo automobiles, who dedicates a large amount of their spare time and a good percentage of their income to maintaining, acquiring, and driving Alfa Romeos of all sorts. Alfisti are to Alfa Romeo what Trekkers are to Star Trek (we even dress funny and have conventions, but hardly any of us wear pointy ears). Unless noted in the text, I will separate the models by their body style, and body style 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". They are 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
For any non-American readers, I must apologize for the US-centric-ness of this document. US cars are the cars that I am most familiar with, and so will write the most about. I will try to make an effort to note where the European models differ from the US models. However, since a number of US Spiders are being exported by private individuals to Europe and other parts of the world, the entire document will probably be of some interest to you. Series 1 It probably seems surprising to us today, but when the 105/115 Spider was first introduced (the Series 1 cars), it was quite poorly received in the press. It was thought gimmicky or poured from a jelly mold or other, even less kind things. Its coupe sibling, the 105 GTV, wasnt treated any better. It is difficult to convey to readers who dont remember what automotive designs were like in the 1960s, when the car was introduced, how different and avante garde it really was. 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, by current standards, can only charitably be called plain, was considered by far the most attractive body style of the 105 Series by the 1960s-era automotive press. Fashions change in automobiles no less than in clothing. (However, to avoid being lynched by all those Berlina owners, who if anything are 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 by many to be the only real Alfa of the 105 series.) Time has caught up with the Spiders design (this seems to be a common occurrence with Alfas of all sorts), since I have never heard anyone say anything bad about the looks of the cars today. Quite the contrary, their styling bears much more resemblance to modern cars than anyone could have predicted when it was introduced. At least some of the design features of the body styling date back to the Superflow 1 and 2 show cars introduced in the mid 1950s. The final shape of the 105 Spider was heavily based on aerodynamica show cars that premiered in the early 1960s. It was probably the final design that Pinin Farina, the head of a famous Italian automotive designing firm, himself had a hand in. Pinin Farina, in case you arent 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 many other famous Italian cars. Indeed, a Pinin Farina-designed car (a 1951 Cisitalia 202 Gran Sport) is to this day on 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 originally tried to name the car "Duetto", a name picked from a contest held after the car's introduction. Unfortunately (or not, depending on your point of view), the name was reserved by, depending on who you believe, either Volvo or an Italian pastry company, and the Duetto name was never officially adopted. 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".

These cars were equipped with a 1570cc (1.6 liter. about 96 cubic inches) dual-overhead cam all-aluminum engine, a design Alfa is justly famous 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-its-up top which actually sealed well against the weather, a real heater, and comfortable (if narrow) seating for 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. They had "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 pretty much put it out of the leagues of the classic English sports car makes. It also was about 25% more expensive when new. Neither Germany nor France were producing open sports cars at the time, so the only real competition the Alfa Spider would have for a long time 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 Spiders introduction, it was still the only car in the Alfas class. This would become a deeply ironic twist to the Alfa Spiders history in the distant future (FIAT also produced a Spider, but this was designed, and priced, more along the lines of the lower-cost English makes). A Duetto was prominently featured in the movie "The Graduate", starring Dustin 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 body style was only produced for about three years, Duettos (and their round-tailed 1750 descendants) are the most valuable of all 105/115 Alfa Spiders. They are incredibly fun, extremely distinctive cars even among Alfa circles. One note: in 1968, Alfa did not import cars in the US because of tightening emissions standards. This would occur again in 1970, probably because of problems with the SPICA injection system (more on this later). However, the interiors are quite primitive by todays standards, with metal dashes, rubber mats, and no center console. Wind noise is a problem with all Spiders at speed, especially so with the uncarpeted models. And they were originally not equipped with rear anti-sway bars, making them understeer very badly. The interior ergonomics of the Alfa Spider would always receive a great deal of criticism from the American automotive press, especially the arms-out driving position. By US standards, the steering wheel is too close to the pedals, forcing the driver to reach out for it. It has been reported elsewhere that this position was actually the result of research that revealed that an extended elbow driving position was actually less fatiguing over a long trip duration. This may or may not be true. It is my experience that, while the position does take a bit of getting used to,

introduced. At the time it was merely the most radical expression of a twin-pod theme carried throughout the 105 series. This was considered a pretty bizarre setup as late as 1985 (the last year it was produced), but it seems to have aged very well. it certainly doesn't look "antique", as the metal-dashed Duettos do, and seems more aesthetically pleasing than the similar executions of this theme in the coupe and the berlina. A completely integrated center console, holding the ventilation, wiper, dash lighting controls, 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 only came in black. In 1971 Alfa introduced yet another enlargement of the twincam engine, the (now ubiquitous) 2 liter. Despite this fact, very, very few 2 liter Spiders seem to have been produced in 1971. In one book only 2 are listed as having been imported into the US. It wasnt until 1972 that the 2 liter motor was produced in large numbers. While this motor, in its pre-emissions form, produced (depending on 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, failing Alfa 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 completely solved, although advances in gasket design and the introduction of roller-pin-and-square-cut-o-ring kits have helped a great deal. The model designation of the cars changed around this time as well, becoming "115.XX" Spiders (the XX being replaced by various numbers, depending on the trim level of the cars and their relationship to the rest of the Alfa Romeo line). They will be referred to as such through the rest of this document. In my own opinion, the Spiders overall combination of performance, refinement, and desirability peaked during the 1970-1974 years (in the US, at any rate). Which year is mostly a matter of taste. The 1750 engines, while less powerful in raw numbers, are a bit "zippier" and smoother than their 2.0L counterparts. They also 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 my own experience, there are very, very few modern non-turbo cars with fewer than 8 cylinders that can keep up with a well-tuned Spider. 74 Unlike later years, these cars came hot from the factory. The owners of Series 2 cars are also in a happy middle ground right now. The cars are clean, high-performance machines that will probably appreciate noticeably when the next "used classic" car boom comes along in about 5 years. Because the series was produced in Europe for another 7 years, most exterior trim is readily available (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 industry reproducing like-new original interior fittings. The dash, the instruments, many body panels (including the all-important floorpans. see below), and nearly all the mechanicals are shared with cars produced as few as five years ago.

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 alloy wheels, 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 very attractive "star" alloy wheels. The Quadrifoglio came with specially designed leather seats, canvas top, "phone dial" alloy wheels, 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 only in trim, not in anything important like engine output or handling goodies. The Graduate was advertised as an "Enthusiast's Car". i.e. its got all the important stuff, but not the gadgets or the plush things. (special thanks to Joel Hailey of International Auto Parts, John Burrows and Tess McMillan for the advice on trim levels) Which reminds me. nearly all Alfa Spiders, going back to before the 105/115 Spiders, had hard tops available. I believe that the hard tops are interchangeable from 72-83, with a redesign in 84, which are then interchangeable from 84-94. I have been advised that, while the hard tops are nice, they are also a pain, especially if you live in the warmer climates. It takes two people to remove one, they are 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). I have been told that it doesnt seal much better than the folding top, and isnt much quieter. However, it is supposed to make the car noticeably warmer, 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 gimmicky looks, it should be noted that Alfa was just following the trends. You only have to look at the Mustangs, 280 (and 300) ZXs, and Honda CRXs of the period to see that Alfa wasn't alone in these styling cues. And, as before, the Series 3 cars were still very recognizably Alfa. In my own opinion, the production of the 115 Alfa Spider almost certainly should have stopped before the introduction of the Series 3 car. Alfa already had a very sophisticated chassis with the 116 Series, and a new V-6 engine in the works, neither of which could be easily adapted to the 115 body. Convertibles were coming back into vogue for the first time in over a decade, and the time was ripe for something spectacular from the Pininfarina design house. However, for whatever reason, this transition never occurred. One likely explanation is the circumstances of the automobile market in the early 1970s, especially that of the US. The automotive marketplace of the US was completely different than it

termed "variatore de fase" by the Italian engineers. This was promptly renamed "the phaser" by the Americans involved with the team, and the name stuck. At first only used as an emissions control device, later versions allowed improved cam timing, giving better performance at high RPM but allowing controlled emissions at idle. I believe it was the only production car available in the US (perhaps anywhere) with such an advanced system until well into the FIAT has rediscovered this device and now fits it to several of its own 90s. engine designs. (special thanks to BD for information on the VVT system) One gets the impression at this time of a company quite concerned with its convertible sports car, but seemingly unwilling or (more likely) unable to create a new car that would have incorporated the radically changed 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 only game in town. The Series 3 cars sold quite well, and are probably the most common Spider on the road today. Series 4 After a serious upheaval at the company that lead to its being purchased by FIAT, the 115 Spider went through its next, and what would prove to be last, major body revision in 1991. Perhaps because of the influx of FIAT's cash, the Series 4 cars represent the most significant body redesign since the Kamm-tail premiered in the Series 2 cars. Pininfarina, the design firm that created the original Duetto some 25 years earlier, really went all out to make this revision work. Bumper integration (always a sore spot with the cars going back, in the US, more than twenty years) was nothing short 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, making it 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 by a subtle re-curving of the entire rear body shell, which now formed the rear spoiler. As with the Series 3 cars, rear bumper integration was especially good, and all bumpers were now body-colored, rather than black-and-silver plastic as in Series 3. Performance continued to be enhanced, and I believe in 1992 the rated output of the 2.0L engine finally matched its 1973-1974 peak of 129 hp. Unfortunately, all the neat body integration came at the cost of added weight, and, coupled with new US safety laws, this caused the car to reach its all time weight level, coming in at slightly over 2500 lbs. The ultimate result was a car whose performance was pretty much staying steady with the mid Series 3 cars (i.e. fun but nothing a Ford Probe or Honda CRX Si couldn't handle). The 80s suspensions of the cars never changed much through the entire run, and handling was improved mostly through increased tire performance. Power steering was introduced in 1991. An automatic

transmission was added as an option for the very first time in 1992. This undoubtedly decreased performance even more, but to what extent I have not been advised. The interiors reached their highest level of luxury, especially in the Quadrifoglio, which did just about everything except 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 may in fact be 1994 Alfa Spiders out there somewhere), when FIAT shut the entire line down and began tooling up for a totally new Alfa Romeo Spider. However, these developments were not happening in a vacuum. In 1990 Mazda unveiled the Miata, a brilliantly designed sports car that evoked memories of all the brisk, fun-to-drive sports cars of the mid In fact, it is said that the team that designed the Miata (which ironically 60s. 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 very real) quality and reliability problems of those earlier, classic sports cars. While its performance was nothing to write home about, it positively oozed charm and was zippy enough to at least feel fast. And, most importantly, it was relatively cheap, with an introductory sticker of, I believe, $13,800 US in 1990. (special thanks to BD for advice on the relationship of the Spider and the Miata) Perhaps the deepest irony of all, though, was that the Miata very closely resembled (in exterior appearance) the Spiders first primary competitor the Lotus Elan! The Miata immediately created a sensation and sold by the thousands. To this day I don't think anyone pays sticker for the things, with premium dealer mark-ups of over 20% being quite 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 inability of the Alfa 164 to compete in the crowded mid-$30,000 sports sedan market, FIAT made the surprising move of totally pulling 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? Probably not. In the when at least a dozen "classic" sports car makes and models were available, Alfa was 60s, more expensive than most. If the company even wanted to produce a sub-$20,000 Spider, its financial straits prevented anything but incremental updates to its already existing car. By the 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 nearly stupefying lack of marketing ability almost certainly would have torpedoed anything introduced. Most of these developments seem to have been chronicled by, and, at least in the Englishspeaking world, seen through the eyes of American writers (this author included). Therefore most

Cmon, it whispers quietly, quit reading the damned computer Things to look for when buying a Spider

lets DRIVE!

Especially when considering a Series 2a, 2, or 1 Spider, the most important thing you need to look for is rust. The cars are simple enough mechanically to be repaired by just about anybody (more on this later), and interior trim is readily available and reasonably easy to replace yourself. But the bodies of the cars can be rusted or bent to the point that it is not economical to fix them at all. In truth, Alfas do not seem to rust more or less than any other car of their era, although there are certain areas that need to be looked at more closely than 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 lightly with a hammer and punch to make sure the metal is good. Pay special attention to the drivers side footwell, as this seems to be the first area to go on many cars. On later model cars, or any Spider with a battery in 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 they say, they aint cheap. Collision damage should also be checked. Bring a magnet with you and make sure it sticks well to all major body panels. Be sure that all the trim and the doors line up properly (if they dont it could be a sign of hidden collision damage). Take a long, hard look at the front nosepiece, as people seem to just love backing into these cars, and Ive seen entire sections of that panel constructed from bondo and scrap metal. Look in the trunk under the mat for wrinkling in the sheet metal this indicates a hit in the rear. None of these things necessarily disqualifies a car, but knowing where things are could make the difference between paying enough and paying too much. The cars are pretty sturdy mechanically. However, especially with older cars, POs (short for Previous Owners) may have done unusual things to them in a misguided attempt to get more performance (more on this later). Pay special attention to empty brackets, wires that dont hook up to anything, or misaligned mountings. As will be discussed later on, Alfas dont normally have anything extra in the same sense as American cars, and missing pieces are usually the sign of a hamfisted owner, an incomplete restoration, or collision damage (the body shop didnt put it all back together right). Mechanicals should be checked in the same way as with any car. For further information on checking the mechanicals of any modern Alfa, the reader is again referred to Pat Bradens Alfa Romeo Owners Bible (see above). Some mechanical generalizations: Its normal for a Spider to leak some oil. The engine is aluminum and expands and contracts quite a bit. Oil pooling in the spark plug recesses is a sign of a leaky filler cap rather than any major engine malfunction. It is NOT normal for a Spider to leak anything else like coolant, brake

car, it has a substantial appeal to the general public beyond what it holds for the enthusiast. The Spider, particularly Series 1 cars, was also fortunate that it actually WAS featured prominently in an extremely popular, very distinctive movie (The Graduate, Mike Nicols first film). To illustrate an example, the 105 series was produced in four major variants, the Spider, the GTV, the Berlina, and the Montreal (and no fewer than nine special body sub-variants one wonders how Alfa stayed in business as long as it did). Of the major variants, the Montreal was produced in small numbers, had a very high price tag when new, was and is a very handsome car, and contains a large number of very unique mechanical features. Not surprisingly, it is easily the most valuable 105 variant today. The Series 1 Spider was produced in moderate numbers for a limited time, is considered very pretty by just about everyone, has mass appeal both because it is a convertible and also because it was featured in a major motion picture, and is mechanically sophisticated enough to get just about any enthusiasts attention. It is the second-most valuable car type in the 105 line. The GTV was produced in moderate numbers for a limited time, is a very handsome car, shares the mechanical sophistication of the entire 105 line, and, because of its stiffer chasis, is actually a better performer than the Spider. It holds little appeal outside enthusiast circles, but through enthusiast appreciation alone is the third most valuable car in the 105 line, typically only a few thousand dollars less than a Series 1 Spider. The Berlina was produced in large numbers, has styling that can only charitably be called plain, and while it does have sophisticated mechanicals and performance that can match a GTVs, as a four-door sedan its broader base target would mainly be people with families. Unfortunately, people with families, even enthusiast people with families, tend to be more interested in modern amenities like air conditioning, power windows, and cruise control, as well as the greater reliability that modern electronics provide. Because of these factors, the Berlina is and probably always will be by far the least valuable (in monetary measurements, at least) of the 105 series. (It should be noted, however, that the 105 Berlina is a damned fun car to drive, and has a tightly-knit group of owners whose devotion to the car approaches levels that cause Scientologists to take notes. These enthusiasts, coupled with the ravages of time making the cars rare, may yet cause an increase in their monetary value.) Unfortunately (or not, depending on which side of the ownership fence you are standing on right now), the Spider experienced one of the longest post-war production periods of just about any sports car in history. This is one of the biggest factors holding the value of Series 2 and later cars back. Also, because the cars appearance differs only in the details, the non-enthusiast perception is that they are all the same car, and this too causes the value to stay low, and surprisingly homogeneous. This is beginning to change. The Series 2 cars are finally hitting the twenty-five year mark, a time when most good to fair cars have been destroyed through the various ravages of time, leaving only the superb and those eligible for project status (which quickly become superb or evaporate into the parts bin). People who once owned early spiders are now in their late forties to early

fifties, a time when expendable income is at its highest and nostalgia its strongest. The end of production also means that the entire line will hopefully become more noticed overall, although this is small comfort for those who own cars still in the initial throes of depreciation. Finally, there is the biggest influence of all on the entire market the general condition of the economy. In boom times consumer optimism is high, expendable income is available, and most adults feel an urge to spend a little on themselves. After a certain amount of growth occurs due to these natural causes, speculators enter the field and cause a massive spike in the value of all enthusiast cars. In the past twenty years this has typically been followed by a turn of the business cycle that causes a recession in the general economy, which in turn causes the speculators to move away from cars and on to other commodities. The subsequent crash in market prices can leave the unwise or over-enthusiastic with massive car payments on vehicles worth half as much as they were a year ago. However, the grass roots swell that started the boom usually never goes away, so prices never seem to fall as far as they grew. So what does this mean, bottom line, to the potential Spider owner or seller? The original version of this document included rough guides to pricing. Unfortunately I have been out of mainstream Alfa culture for a few years now, and so I can really no longer speak authoritatively on how much excellent cars of the various model years are going for at this time. However, it should be noted that, in general, Series 4 cars should be depreciating, Series 3 and 2a cars should be holding steady, Series 2 cars should be appreciating slightly (approximately 510% per year), and Duettos should be following market trends (down now but due for an upswing). An Alfa Spider of any year probably isnt a very good investment when looked at through the cold green light of an accountants visor. However, this perception changes noticeably in the warm orange light of a summer evening, and, after all, isnt that were you really appreciate a fine automobile? Modifying your Alfa Spider I think one of the biggest misconceptions purchasers of Alfa Spiders have (American ones, at least) is in thinking that the Spider is like an American high performance car. For those of you who live elsewhere, I will explain: Americans tend to be very strange about high performance automobiles (we dont seem strange to us, but thats because we live here.) We have the largest network of autobahn-style roadways in the world, and yet until very recently had one of the lowest highway speed limits around. In general, Americans have traditionally tended to like cars fast, heavy, large, and plush. We also have a very strong hot rod tradition dating back to the 1940s. Most American manufacturers from the end of WWII until well into the 1980s didnt really produce what Europeans would consider performance cars in any large numbers. Also, again until recently,

The Care and Feeding of your Convertible Top For many people, an Alfa Spider is the first convertible theyve ever owned. While the Spiders top is relatively trouble-free, there are some basic care tips that a Spider owner should know about. One of the biggest shocks that first time convertible owners receive is that driving one with the top down in the summer is HOT. I often wondered what the point was in installing air conditioning in a convertible. My first drive to Houston Texas (in the southern US) showed me. It is very easy to get sunburned in your convertible, especially in the spring when most people dont have much of a tan. During high summer it is quite possible to experience sun poisoning severe sunburns and heat exhaustion. Always be careful, bring sunscreen, and dont be too proud to put the top up on a really brutal day (it actually makes a pretty good sun shade). Be very careful during late fall and early spring. Many times, the days will be just warm enough to put the top down, but nighttime temperatures will get very cold. The rear window glass gets brittle when it gets cold, and trying to put the top up in cold weather can result in severe damage to the window. It cracks and tears rather than flexing and folding. If you must put the top up after the temperature drops, do it VERY SLOWLY. This should allow the material time to flex properly. Convertible tops tend to last about three to five years, depending on care, the quality of the top itself, and use. Many times, the top itself will be fine but the glass will be torn or clouded to the point of opacity. I have heard of places that offer to replace just the window, but it requires removal of the current top (no easy task without damaging it), and I have not been advised of the results. I have heard reports of people attempting to put zippered windows in the tops, but have not heard of any of those results either (the glass on an Alfa Spider is a lot bigger than most other tops, making zippers impractical). Make the glass last longer by keeping it clean. Try dusting it off with a soft cloth before you put it down. Dont get armor all or other vinyl preservation products on it these seem to soften the material and make it more vulnerable to scratching. There are special cleaners designed exclusively to clean the sort of clear vinyl that makes up your rear window. I have been told that they are quite effective. Contact your local auto body supply store for more information on these products. Glass cleaning products seem too harsh and tend to cloud the window a bit. Be careful the back shelf is clear before you put the top down, or you may punch a hole in the window when it hits whatever is down there. It is possible to repair small boo-boos with clear packing tape, but large tears or holes will ruin the top. Always buy a high quality convertible top. The cost usually runs about $250 for vinyl, and about twice that for cloth (however, Caribou products produce a cloth top for ~$200 US, and come highly recommended). Im not sure what advantages there are in owning a cloth top, and it seems that the cloth tops are prone to fading. Many parts places that specialize in Alfa Romeo carry an

younger than 25) with an insurance payment noticeably greater than the payment for the car itself. The good news for Alfa owners of all types is that Alfas are considered good cars by most insurance companies. Good in that they are usually owned by adults, driven rationally (or rather, driven well), and tend not to be stolen all that much. The bad news is that since they are rare, they tend to be hard to find body parts for. There is also the problem of the way the entire 105 series was designed. Alfa has always engineered their automobiles as if they were race cars. This extends not only to the engine and suspension, but to the design of the body and layout of the interior as well. And, in a race car, one is not very concerned about what will happen to the body of the car during an accident. Rather, one is very much concerned about what will happen to the driver, and if designing the car to crush itself rather than the driver will increase his or her chance of survival, so be it. This goes a long way to explaining why all of the 105 series have such long overhangs (especially the Spiders) and ridiculous bumpers. The former is the result of careful design considerations toward crumple zones and areas of energy absorption, while the latter is the disdain of (to a race car engineer, at least) the unimportant. The bottom line is that the entire 105/115 series are probably some of the safest cars of their era, certainly as safe as contemporary Volvos, and inarguably a heck of a lot more fun to drive. Unfortunately this means that when an Alfa gets in an accident, it really GETS IN AN ACCIDENT. Both the front and rear zones of the car are meant to destroy themselves in an impact of any real force. Where other car makers designed the seats and seat restraint systems to help absorb the impact of a collision and thereby reduce overall damage to the car (if they considered designing any sort of safety features into their cars at all many didnt), Alfa designed the entire CAR to absorb the impact, thereby reducing damage to the driver. Ultimately this means that, in any given accident, an Alfa Spider will almost always come out more damaged than the initial impact would at first indicate, and this damage will subsequently be more difficult (and more expensive) to repair. Nowadays theres no such thing as an owner of a new Alfa Spider in the US. Even the last models manufactured are now several years old. Insurance companies as a whole are not used to dealing with used sports cars. Further, they very, very seldom account for regular maintenance or general condition of a car. As a whole the insurance industry is a large, downright paranoid bureaucracy that likes well-established, insurance industry-maintained tables of value for all the different cars of the world, with fixed rates of depreciation that in no way account for market changes. If any square pegs are presented that dont fit these round holes, they are usually hammered away at until they fit, regardless of what this means for the client or the vehicle. So what is a potential Alfisti to do? DOCUMENT **EVERYTHING**. When you purchase the car, take dozens of pictures of it all angles, underside, engine compartment, interior, close-ups of every individual body panel. Update these pictures at least once a year. Make a videotape of you showing every angle of the car, the condition of the engine, etc. If possible, get a notary

It is a tradition in Italy dating back to the days of carriages for one company to make a chassis that other companies take and design bodies for. FIAT, Maserati, and Ferrari (many of whose car bodies carry that ornate F as well) are other well-known marques who engaged in this practice in the post-war era. In the case of the Alfa Spider, at least, this relationship goes deeper than just having someone else design a body. The majority of a 105/115 Spider was actually built by Pininfarina. Pininfarina was responsible for the construction of the body shell, interior, wiring, interior trim, and the painting of the car. These semi-complete shells were then shipped to Alfa plants in Arese or Portello, depending on model year. Alfa then added drivetrains, engines, and suspension bits on the corners of the car. The completed Spider was then rolled to the docks and shipped wherever it needed to go. (special thanks to BD for clarifying this aspect of Alfa Spider production) How interchangeable are these cars? More than you would think. Mechanically, with the exception of engine displacement, induction system, and rear axle gearing, they are essentially identical for the entire run. This is especially true with the Kamm tail Series 2-4 cars. This is both a boon and a curse. It means that probably well into the 21st century all sorts of parts will be easily obtainable to keep your car on the road. However, it is this homogeneity that is keeping the value of the earlier Series 2 cars so low. Also, just as a general rule, the part you really need is many times the part that cant be found. Dont feel left out or unlucky this seems to be the Murphys Law of classic auto ownership. Externally the story is a bit different. I believe that the hood of the car is interchangeable throughout the entire run. The Series 1 cars share very little else with their descendants, which is one of the reasons why they are so much more valuable. As mentioned in the history section, Spiders have a unique pinch on the top of the nose, 71 smoothed over in Other than that, the car bodies of both the 2 and 2a cars differ very little 72. and, with the possible exception of the lower front fender (which I have heard changed configuration in the body panels are essentially interchangeable. I say essentially. In my 79), experience there are very slight shape differences in the fenders of the later cars, but these are only noticeable if you look closely. Series 3 cars share doors, hood, nosepiece, and (I believe) trunklid with the Series 2 cars. However, because of increasing safety regulations and the addition of power windows, the doors are noticeably heavier. Series 4 cars share doors, hood, and nosepiece with the Series 2 and 3 cars. Again the doors are heavier than even the Series 3 cars. With the exception of the dash, interiors are interchangeable from 66 to 79. After 70 (when the padded dual pod dash was introduced) the entire interior is shared all the way to 79. After this point its not so much that things dont interchange, but that the variety of colors make matching

rather than over road hazards, especially if you have lowered the car in any way. An impact with something as innocent as a smallish rock can literally shatter an engine. Sump guards are available, but project under the car even more, and may create a risk of frame damage in an impact at speed. Be careful with the front spoilers on Series 3 and 4 cars as well, as these can be almost as expensive to replace as cracked sumps. The early cars crumple-zone design means there is precious little to hang a tow rope to in case you get stuck or need a bump start. I have had the most success from the front by wrapping a tow strap (not chain) through the front shield grille and around the cross brace for the front bumper (on a Series 2 goodness knows what a Series 1 owner would do). From the rear, the closest thing you can wrap a rope or chain around is the torque-T over the top of the rear axle almost half way under the car. There is probably a risk of frame or mounting damage if you try to pull the car this way. Call a tow truck instead. When cruising long distances in a Spider, try to keep your foot totally parallel with the accelerator pedal (heel under the pedal). The more natural foot position seems to be with the heel under the brake pedal and the ball of the foot on the accelerator, but this can lead to your right thigh cramping up after a few hours. Never tighten the mounts to the signal light lenses (front and rear) on the early cars more than JUST snug. Overtightening can break the mounting points and ruin the lens. What *the* most important tool I should take with me when I go on a long trip in my s Spider? A cellular phone. Think about it. Final Words In the long run, I have found the Alfa Spider to be a surprisingly practical car, for all its sports car heritage. Its comparatively large size and superb layout give it far more cargo space than is available in any modern counterpart (indeed, my Spider had roughly the same cargo capacity 74 as my brothers Pontiac Trans Am, a car over twice its size). It also has amenities such as real 77 roll up glass windows, a convertible top light years ahead of its original competitors, a real heater that can keep you warm on the coldest of days, and seats that, while narrow, are still quite comfortable. Mechanically the car was years ahead of its time. Aluminum dual-overhead-cam engines would not become commonplace in the general automotive market for another twenty years after the Duettos introduction (and Alfa had them already for years). Five speed transmissions, four wheel disk brakes, fuel injection all were standard equipment on Alfas literally decades before they became well known anywhere else in any numbers. It is a testimony to the soundness of the design that, until the introduction of the Honda CRX Si in 1984 and the Mazda Miata in 1990,