Buying a used Alfa Romeo Spider (1998-2003)

It took Pininfarina's sharp styling to make the Alfa Romeo's all new GTV coupe/Spider convertible range look much more than a badge-engineered variation of Fiat's competent Coupe.

Although many Alfa traditionalists were indifferent to its Fiat front drive layout and four cylinder engine, its appointments, everyday practicality and build quality were a big step forward. It looked sharp on its June 1998 release and still doesn't look like it has been around for eight years locally and several years longer in Europe. The local absence of its Fiat cousins preserve exclusivity.

Introduced at over $60,000 as a 2.0-litre four-cylinder only, the Spider was a big ask with 114kW arriving at 6000rpm to shift almost 1400kg. Because its structure was only partially reinforced to compensate for the loss of the roof, it is neither as tight nor as crisp handling as a purpose-built open car like an MX-5 or Boxster. As a cheaper, used alternative to an Astra or Golf cabriolet, it offers head-turning presence and a strong feel good factor even if the equivalent 156 sedan is a sharper drive.

Alfa Romeo used the GST in July 2000 to repackage the original electric roof Spider as the Luxury Pack for around $60,000 even and a new cheaper $50,000 version with manual roof and no leather. Some early teething problems were addressed at this point.

Alfa's own sonorous V6, with the latest heads and fuel injection, was added to the Spider in June 2001 with full Luxury pack equipment, six-speed manual and a more useful 162kW, for just over $70,000 new. This series ended with the major restyle in late 2003. Limited editions included a Millennium Spider and a yellow Duetto.

Prices: Prices for the early 2.0-litre models start at around $20,000 then rapidly climb to $30,000 and beyond for the post-2000 models. The Spider V6 spans the $30-40,000 range with a premium for the best of the last. 

Basic 20,000km service intervals are too long. Typical European oil consumption up to one litre/1000km allows careless owners to empty engine sump up to five times between services for disastrous results. Both engines need premium semi-synthetic oil changes every 10,000km, more often if you are fussy.

Hydraulic variator for the variable valve timing in earlier 2.0-litre engines can get rattly, especially with dirty oil and cannot be repaired. Listen for a diesel-like rattle on start-up that takes too long to go away.

Cambelts on both engines must be changed every 60,000km as tensioners slacken off causing belt to jump its teeth after a big rev leaving multiple valves and expensive pistons to collide. Spider's V6 is much more reliable than it used to be.

Early transaxles can crack or shatter near the speedo drive. A weak diff part is the suspect. Most should be fixed by now with later parts but check anyway.

Front weight bias works the front brakes hard with rotor changes around 50,000km. Rears follow soon after. Model is tyre-sensitive with some tread patterns generating a worn wheel bearing sound.

Rear suspension squeaks are caused by dry bushes especially on country cars. Bush is integrated with lower control arm so it must be replaced as a unit.

High-pressure air-conditioning hose can leak at join near evaporator. Door trims vulnerable to seat belt being hammered into them by closing doors. Windscreen seal on first hoods can generate extra wind noise or mild water entry if not rectified. Check paint finish on composite bonnet. Electric hood motor can jam and zip-out rear window must be checked for damage but easily replaced.