So, you’re in the market for an Alfa Romeo GT? Well, let us congratulate you on making the right start. The GT is a superb car, coupling supermodel looks with down-to-earth practicality and a range of engines providing everything from mile-munching frugality through to petrol-hedonism nirvana. The most noteworthy thing about the GT, however, is probably that it has no right to be any good whatsoever.
Conceived in a mad panic to bridge the gap between the 939-era’s launch and the ageing line-up in the showrooms, it was hastily unveiled in 2003. Built upon the 156/147 platform, it actually borrows many components from its older siblings. Put a blindfold on as you get inside and you could be forgiven for thinking you’ve accidentally sat in a 147 (the dash, switchgear and climate control system are identical).
Outside, the wing mirrors and even the bonnet were lifted straight from the 147 (there’s also a widely shared theory that the GT’s front wings directly match that of a 147 GTA - but we’re not so sure). Mechanically too, with its double wishbone front suspension set-up there’s more than a passing family resemblance.
Sounds like a half-hearted hybrid doesn’t it? Which makes the fact that the GT is, in our opinion, the best all-round Alfa Romeo of its time all the more remarkable. The 156 and 147 were always roundly praised for their mix of comfort and handling abilities, so the fact the GT carries these same characteristics over is certainly no negative. Plus, with Bertone’s clever hatchback design, the GT is also genuinely practical for everyday use. The enormous boot space and the three human-sized seats in the back will impress anyone who’s battled using a 916 GTV in the real world.
So, we’ve all agreed that buying an Alfa Romeo GT is a great idea. But, which one should you plump for?
GT Or Not GT
A choice of four different engines was offered; three petrol and one diesel. The entry-level benzina is the 1.8 Twin Spark, producing 138bhp, moving up to the 2.0 JTS with its reported 163bhp and, last but no means least, the full-fat, 3.2, 24V V6 “Busso”. As far as the four-pots go, the 1.8 can feel a little underpowered when pushed (0-60mph takes over 10 seconds) and the JTS isn’t our favourite engine from Alfa’s back catalogue, feeling noticeably rougher at low-revs than the silky smooth Twin Sparks. The V6, though, is heaven-sent. Figures suggest that the GT V6 shared the mildly de-tuned unit with the face-lifted 166 (237bhp rather than the GTA’s quoted 247bhp), but having driven each variation, we really don’t know where they’ve hidden that missing 10bhp. The very last car to ever be fitted with the legendary Alfa V6 engine, if a GT 3.2 doesn’t put a smile on your face, you shouldn’t have a driving license.
We’re not brushing the 1.9 JTDm 16v under the carpet either. We know that the idea of a warm-blooded Alfa with a diesel engine under the bonnet can be viewed as anathema to some, but we rate them very highly. 150bhp (at least), 225lb-ft of torque, 0-60mph in a touch over 9 seconds and you’ll easily see an average MPG hovering around the 50’s. If you’re still not yet convinced, give a GT JTDm a test drive - you may be surprised.
Another quick tip, leather interior in a GT is pretty much the norm, but don’t be put off if you’ve found one without. The non-leather cars were upholstered with Alfa’s in-house alcantara alternative, “Alfatec”, and may well prove easier to live with in a daily driver. More forgiving bolsters, no skin grafts needed in a hot summer and more welcoming in the winter - just don’t spill milkshake over them (we speak from experience).
Scrolling through the classifieds, you might assume that no GT was ever sold without it being some Special or Limited Edition or another. At one point, nearing the model’s run-out in 2010, it seemed that barely a week went by without some badge being chucked on the boot and another new version appearing.
Blackline
Blacklines are pretty easy to spot, with each one finished in deep metallic black paint with satin effect mirrors, a chrome exhaust tip, a Blackline badge on the boot and those eye-catching unique 18” alloys. Inside they all boasted black leather upholstery detailed with red stitching, aluminium sports pedals, aluminium gear knob and a Bose sound system. Mechanically, they offered nothing over a standard model, sold with either the 2.0 JTS or 1.9 JTDm engines under the bonnet.
Cloverleaf
Confusingly enough, there are two types of Cloverleaf editions; the straight Cloverleaf and the Cloverleaf Q2. Either of these can be readily identified by the gorgeous 18” split-spoke, Enzo style wheels. On top of this, you also get red brake callipers, satin-effect grille, “whiskers” and mirrors, leather sports upholstery, aluminium pedals, Bose stereo and dash gauges with a red background. The Cloverleaf was available with all but the V6 engine and wore their iconic quadrifoglio verde badge on the boot.
The Cloverleaf Q2, however, was adorned with the shield badges placed on their front wings, Ferrari style. Only the Multijet diesel engine was ever fitted to this edition, breathed upon to the tune of 170bhp and adding the trick Q2 limited-slip differential to better deliver the increased performance. A red “Sport” button was also secreted in the centre console, which switches the throttle map for a more immediate response.
Q2
To add further potential for mix-ups, alongside the Cloverleaf Q2 there was also the plain old vanilla Q2. Paired with the similar 147 Q2, only the 1.9 JTDm (in 150bhp tune) was used, with the limited-slip diff’ fitted as standard.
Again (this might be getting familiar), outside it was treated to satin whiskers, grille and mirrors, unique 18” alloys, chrome tipped exhaust, a Q2 badge on the boot and the whole car sat noticeably lower. Inside, some chrome Q2 kick plates were thrown in on top of the red dials, leather upholstery with red stitching and the steering wheel spokes were finished in a darker shade of grey (I know, fancy right?).
Special Edition
Arese’s marketing guys must have run out of names by this point, as the best they could come up with was simply “SE”. Released in 2010, the SE was essentially a run-out model to get the last models sold and any optional extras they had left laying about off their shelves. Underneath the pretty colours (the SE was only ever sold in Ghiaccio White or Alfa Red), it is really a 1.9 JTDm Cloverleaf Q2 with Blue&Me, Xenon headlights, climate pack, rear parking sensors and a comfort pack included for free.
Test Drive Checklist
As with any other Alfa Romeo, ask for evidence of when the timing belt was last replaced. This is obviously most pertinent when buying a 3.2 V6 (this job is expensive, but you can’t risk pushing the intervals on a Busso), but is also important for the Twin Spark and JTS models.
The JTDm common-rail diesel engines are inherently strong and can cover vast distances relatively trouble free, but check for any undue smokiness from the exhaust. Upper and lower turbo pipes are a common failure, as is the adjustment arm which restricts boost sticking in place on the turbo.
Sharing the suspension components with the 156 and 147, the GT also mimics their quirks. Knocks and rumblings aren’t all that uncommon, but parts are readily available at reasonable prices.
The curved sills are common to be damaged when jacking the car up incorrectly. This is actually pretty difficult to remedy, so get on your knees and have a good look underneath before placing a deposit.
Not wanting to perpetuate the stereotype of Italian cars, but even the newest GT is now ten years olds so rust is a consideration. Have a good look at the floor and, if it is at all possible, get it up on a ramp to make sure there’s nothing too crusty.
Check the front seats both slide forward as intended - they have a tendency to snap a cable in the mechanism and while not particularly wallet-harming to put right, this is a nasty, fiddly little job.
If you’re looking for a 3.2 V6 model, be aware that they do straddle some very different tax brackets depending on the date of first registration. A car sold on 23rd March 2006, for example, will set you back an eye-watering £570 for a year’s road fund license. Find a car registered just one day earlier, though, and you will save yourself £245!
So, we hope we’ve helped you out a little bit in the search for your Alfa Romeo GT. If you are lucky enough to find one, we’d love to see it - just send us some pics on our social media pages. If there’s anything else you’d like to ask us too, please don’t hesitate to Get in Touch.