Alfa Romeo GTV 916 Phase 2 (1998–2003) Price Guide

The Phase 2 GTV arrived in 1998 with a mild but meaningful facelift that addressed some of the original car’s rough edges, added a more powerful V6, and introduced the fully colour-coded body that many consider the better-looking version of de Silva’s already striking design.

What Changed

The most significant change was visual: the body received fully colour-coded bumpers and side skirts, round air vents replaced the angular Phase 1 items, and the interior gained silver centre console and dial surrounds plus a new armrest. Under the bonnet, the V6 gained 10bhp to reach 230bhp through revised engine management, while the Twin Spark received a variable intake manifold improving mid-range response. Phase 2 cars also benefited from rose-jointed rear inner spring pan arm bushes on both Twin Spark and V6 cars (previously V6 only), improved front pipe and main catalytic converter, and drop windows that lower slightly when the door opens to improve sealing. A turbocharged 2.0-litre V6 producing 197bhp was available in LHD markets — finding one of these for sale will beextremely rare in the UK.

What Goes Wrong

All the same concerns as the Phase 1 apply: Twin Spark cambelt every three years without exception, oil cooler pipe corrosion on the V6, rear wheelarch rust, and power steering pipe scarcity. The Phase 2’s improved engine management made the 230bhp V6 marginally more complex to diagnose when the MAF sensor or crankshaft position sensor fails — both of which cause rough running and should be regarded as wear items to replace proactively.

Buying

The Phase 2 230bhp V6 is the most desirable standard-specification 916 GTV. The Twin Spark remains the better handler — lighter, more neutral, with sharper responses that the V6’s extra nose weight blunts. Neither is wrong. The Phase 2 is more common than the Phase 1 and parts availability is marginally better. Any car with a documented cambelt service interval and no history of overheating is a good starting point.