Buyer’s guide: Alfa Romeo Spider

By Malcolm McKay

| 18 Feb 2026

Classic & Sports Car – Buyer’s guide: Alfa Romeo Spider

Why you’d want an Alfa Romeo Spider

The Alfa Romeo Spider had a continuous, 27-year production history, but for most of that time the cars were rarely seen in the UK and few were sold in right-hand drive.

Motor magazine only tested the round-tail 1600 and 1750 – though the Spider appeared in UK price lists through to 1978, then reappeared from 1991-’93.

Alfa Romeo dealer Bell & Colvill imported small numbers of Spiders in the 1980s and converted them to RHD.

When it first appeared in 1966, the Spider was a great formula: all-alloy twin-cam, five-speed gearbox, all-disc brakes, a comfortable interior with a small back seat, film-star looks and well-developed suspension.

Motor said: ‘Fast with fun… the performance is good, the roadholding excellent… the handling superb.’

Sadly, for the UK the Spider was just too expensive compared to native products such as the Lotus Elan and Jaguar E-type.

Alfa Romeo struggled to justify the expense of building right-hand-drive cars for a limited market only 633 1750 Spiders were factory-built with RHD.

In the USA and Continental Europe, however, the Spider was more competitively priced and sold well.

Many cars in the UK have been imported in more recent years and when brought in from sunnier climes, if well protected from rot, they are a very appealing sports-car option.

The round-tail Duetto was replaced in 1969 by the 6in-shorter ‘Coda Tronca’ S2, brilliantly updating the styling for the 1970s and making parking knocks less frequent, without losing much luggage space.

The ultimate 2-litre came in 1971 and changed little for 11 years; there were also smaller-engined models and, in the US, increasing emissions and crash-protection equipment.

The Series 3 ‘Aerodinamica’ in 1982 brought rubber bumpers and a rear lip spoiler alongside Bosch injection but, with ever more emissions equipment, power outputs gradually decreased, even in European-spec cars.

In 1986, side skirts added to the defamation of the original to many eyes, but in 1989 Alfa subtly reshaped the Spider with body-colour bumpers to achieve a more harmonised look.

With power steering and variable valve timing, the Series 4 bowed out in 1993.

Hardtops were offered throughout (and were standard on UK S4s), but are rare and command a premium.

Almost every Alfa Romeo Spider will have been rebuilt by now, so inspect carefully for quality of work.

Images: James Mann

Alfa Romeo Spider: what to look for

Trouble spots

Please see above for what to look for when you check out any Alfa Romeo Spider classic cars for sale.

Engine

The superb, all-alloy, twin-cam engine was powerful, durable, great-sounding and lovely to look at and was offered in four different capacities from 1.3 to 2 litres.

This car has an Alfaholics upgrade removing the troublesome twin brake servos fitted to RHD cars.

Look for wear and coolant issues: corrosion can wreak havoc with alloy castings.

Radiator

Check the radiator for clean coolant with good antifreeze/inhibitor.

An old, crusty radiator can clog up, and cause overheating and then engine damage.

Gearbox

Check synchromesh, especially on third and second gears, and reverse selection.

Look out for clutch slip and bearing noise (reduced if you dip the clutch in neutral).

Soft-top roof

Check that the soft-top of any potential Alfa Romeo Spider purchase fits well around the door windows and windscreen, that the rear window is clear and flexible, and that the roof folds neatly behind the seats.

Other

Check the handbrake still works (it operates via a small drum inside the disc) and watch for axle leaks and noise; later differentials can last just 60,000 miles.

Alfa Romeo Spider: before you buy

Once you have thoroughly examined all of the possible rust spots, turn your attention to the engine.

Is it the correct spec for the car and, even more important, is it in good health?

Check the oil and coolant levels, and colour. Failure to maintain fresh corrosion inhibitor in the cooling system leads to erosion and weakening of the castings, and silting up of the radiator: a lethal combination causing overheating and blown head gaskets.

Head skimming alone isn’t enough – the radiator should be recored or replaced, and some skilful welding may be required to build strength back into the castings.

Check for signs of coolant leaks and overheating: drive the car hard and leave it ticking over to be sure it doesn’t boil.

Also look out for oil leaks, and smoke under hard acceleration or on the overrun.

Spica fuel injection on some US imports is best swapped for a pair of Webers if it is not working well.

Test drive any prospective purchase with the roof up (or hardtop on, if it’s lucky enough to have one) to hear any unwanted noises better, such as a rumbling axle or knocking propshaft mount.

The standard braking system is complex, especially on right-hand-drive cars: check that the pedal doesn’t creep down under pressure, and the car pulls up well and straight.

The handbrake is never strong, but should work. Watch for excess play in the steering box.

Spiders are well supported by Alfa Romeo specialists, and there are some great upgrades available for the known weak points.

Alfa Romeo Spider price guide

Restoration/average/show*

S1: £10,000/25,000/70,000
S2: £6000/15,000/35,000
S3: £3000/8000/22,000
S4: £5000/10,000/25,000

^{*Junior 1300/1600 c15% below 1750/2000}

^{Prices correct at date of original publication}

Alfa Romeo Spider history

1966 1570cc Spider ‘Duetto’ launched

1968 1750 Veloce and 1300 Junior added

1969 Series 2: short tail, revised grille/trim, steeper windscreen; Spica fuel injection in USA

1971 2000 Veloce replaces 1750: interior restyle, optional limited-slip differential and alloy wheels

1977 1300 Junior discontinued

1981 Bosch injection, Variable Valve Timing

1982 Series 3 Aerodinamica: no headlight covers, restyled grille, rubber bumpers

1986 Quadrifoglio Verde with integrated bodykit; optional catalytic converter

1989 Series 4: Motronic injection, facelift, power steering, auto option in USA

1992 1600 discontinued

1993 Spider production ends

The owner’s view

“I’ve owned Alfa Spiders since 1985,” admits Paul Cain. “A friend had one and they were good-looking cars for not much money in the 1980s. I had a 2-litre that fitted the gibe of ‘water-soluble cars’ – it was dissolving.

“In the mid-1990s I bought this car part-restored and put the 2-litre engine in it.

“More recently I took it to Peter Smart Alfa to do the sills – he had a correct 1971 1750 engine, so we rebuilt that with a few upgrades, including a 123 distributor, and the Alfaholics exhaust and twin Girling racing brake master cylinders.

“Clover Leaf Transmissions in the Lake District rebuilt the gearbox.

“The 1750 engine runs better on the road – this was the 12th right-hand-drive chassis in the country and they’re still not expensive for the looks of the car, at around half the price of a GT.

“They’ve gone through many iterations, but I personally like the S2 best of all.”

Also consider

The Fiat 124 Spider (left) and Jensen-Healey are alternative classic buys

FIAT 124 SPIDER

Sold with twin-cam engines, from a 1.4 to a supercharged 2-litre, Pininfarina’s pretty rival outsold the Alfa Romeo and had competition success in Abarth form. Rare in the UK, and as rot-prone as the Alfa.

Sold 1966-’85 • No. built 194,679 • Price now £6-25,000*

JENSEN HEALEY

Kjell Qvale brought Jensen and the Healeys together to build a 3000 replacement. All steel, with a 16-valve Lotus twin-cam, it was a luxury roadster with 0-60mph in 8 secs and a 120mph top end.

Sold 1972-’76 • No. built 10,142 • Price now £5000-12,500*

^{*Prices correct at date of original publication}

Alfa Romeo Spider: the Classic & Sports Car verdict

With a wide range of specifications, engines and body styles, which Alfa Romeo Spider you choose is very much down to personal preference but above all should be based on condition.

A full body restoration of a rusty example will be hugely costly, and rebuilding a neglected Alfa drivetrain can add up, too.

Research the specs in detail to be sure the car you are buying is what it claims to be.

FOR

Well supported by specialists
The Spider’s long life and shared parts with other models make them cheap to run
Older models are gradually pulling up the prices of later cars

AGAINST

The cost of restoring a neglected Spider can easily outstrip the value when it’s finished

Alfa Romeo Spider specifications

Sold/number built 1966-’93/124,104
Construction steel monocoque
Engine all-alloy, dohc 1290/1570/1779/1962cc ‘four’, two twin-choke Weber/Solex/Dell’Orto carbs or Spica/Bosch injection
Max power 88bhp @ 6000rpm to 130.5bhp @ 5500rpm
Max torque 87lb ft @ 3200rpm to 134lb ft @ 3000rpm
Transmission five-speed manual or (USA S4 only) three-speed auto, RWD
Suspension: front independent, by double wishbones, anti-roll bar rear live axle, trailing arms, T-arm, anti-roll bar on 1750/2000; coil springs, telescopic dampers f/r
Steering worm and roller (power-assisted from 1989)
Brakes discs, with servo on 1750/2000 from 1970 (twin servos RHD)
Length 13ft 6in-14ft (4120-4255mm)
Width 5ft 4½in (1640mm)
Height 4ft 3in (1295mm)
Wheelbase 7ft 4½in (2250mm)
Weight 2181-2557lb (991-1160kg)
0-60mph 11.2-8.8 secs
Top speed 106-119mph
Mpg 22-30
Price new £2829 (2000, 1973)