Alfa Romeo GTV 116 (1974–1987) Price Guide

The Alfetta GTV is the car that most Alfisti of a certain age mean when they say “GTV” without qualification — the Giorgetto Giugiaro-designed fastback coupe that used the Alfetta’s sophisticated rear transaxle layout to deliver handling dynamics that felt a generation ahead of its contemporaries. It is the last of the old-school Alfa coupes and one of the finest driver’s cars of the 1970s and 1980s.

The Range

Produced from 1974 to 1987 on the Alfetta’s stretched platform, the GTV went through several significant evolutions. The original 1.6 and 2.0-litre carburettor four-cylinder cars gave way to fuel-injected versions, before the addition of the Busso 2.5-litre V6 created the GTV6 in 1980 — the most celebrated variant and the one that defined the car’s lasting reputation. The GTV6 produced 160bhp and could reach 60mph in under eight seconds, while sounding magnificent doing so. A turbocharged 2.0-litre version was offered in some markets. The Alfetta’s De Dion rear axle and rear-mounted transaxle gave the GTV near-perfect 50/50 weight distribution, making it more exploitable at the limit than front-heavy contemporaries.

The GTV6

The GTV6 is the variant that collectors pursue. The 2.5-litre Busso V6 delivered its power with a fluency and soundtrack that the four-cylinder cars could not match. De Tomaso Pantera beater Walter Röhrl used a GTV6 to win the 1982 Rally de Portugal, which does something for the reputation. The GTV6 was also used by Autodelta in touring car racing, with considerable success. A limited-slip differential was optional and is worth seeking out. The final GTV6 Turbodelta, with a turbocharged 2.5-litre V6, was an extremely rare factory variant.

What Goes Wrong

The transaxle layout — gearbox and differential combined at the rear axle, connected to the engine by a rigid torque tube — is the GTV’s defining engineering feature and its most demanding maintenance item. The propshaft must be assembled in phase (both halves aligned correctly), and almost nobody does this correctly after the first rebuild. A misaligned shaft causes vibration that mimics engine roughness and accelerates wear throughout the driveline. The torque tube rubber couplings deteriorate and must be renewed regularly. Rust attacks the sills, floors, inner wings, and particularly the rear subframe mounting points. Body panels are increasingly scarce. The V6 requires more careful maintenance than the fours but is more durable when correctly kept. Gearbox synchromesh wears on second and third, and replacement requires removing the entire rear subframe.

Buying

The GTV6 commands a significant premium over the four-cylinder cars. A car with solid structure, correct propshaft phasing, and the limited-slip differential is the specification to pursue. The 75 that succeeded it retained the transaxle layout and the V6 engine, and offers more practicality if less visual drama. The GTV6 is now firmly in appreciating modern classic territory and prices have been moving consistently upward.