With a later 3.0-liter V6 from the high-performance "Verde" Milano, this GTV6 should be a fast, fun and affordable sports car


As described by the seller on eBay Motors: A classic Alfa, mechanically sound, with a 5-speed manual transmission and a 3.0-liter V6 from a 1988 Milano (with approximately 90,000 miles). The car runs very strong with no oil leaks. It has been garage kept and adult-driven.
My father bought it brand new in 1984 and I took it over in 1999 and put the new motor in it, along with many other new parts. These include an ANSA exhaust, K&N filter, rebuilt shift linkage, and new drive train seals.
The 1984 GTV6 has a sunroof, new Sony stereo, power windows, tilt wheel, and A/C. It is 99-percent rust-free, with only some small spots on the right corner panel. Comes with car cover. I bought a new car so it's just sitting around, and has been driven less than 100 miles in the last six months, but I have started it periodically to keep everything fresh.

{analysis} This 1984 Alfa Romeo GTV6 sold on eBay Motors (item 2488305017) for $4,800, September 6, 2004.
The GTV6 was the successor to the Alfetta GT, which itself replaced the 2000 GTV coupe in 1975. On paper, the Alfetta was a major step up in sophistication from the GTV, with such race-bred features as a rear transaxle and inboard rear disc brakes. Another new feature was the instrument panel layout, which put the tachometer alone in front of the driver, with the speedometer and remaining gauges in a cluster in the center of the dashboard. Yet neither the cockpit design nor the car itself was well appreciated.
The Alfetta used the same twin-cam, 2-liter four-cylinder engine of the outgoing GTV, fitted with the same problematic SPICA fuel injection system. It was widely believed that its chassis was capable of handling much more power-sorely needed to give the sluggish Alfetta some life. That power came in 1981, when Alfa dropped in a Bosch-injected 2.5-liter V6 and created the GTV6.
The V6 was acknowledged as a terrific powerplant-flexible, smooth and strong. It transformed the character of the car, and made the GTV6 a true GT car. But the V6 was not without its weaknesses, as it had a two-piece head gasket which was prone to blowing if the car was driven hard before its alloy block was fully warmed up. The good news for collectors is that a factory recall to fit redesigned, one-piece gaskets fixed most of these failures long ago.
The V6 engine did not cure all the Alfetta's problems. After years of being known for one of the slickest, most direct gearboxes in the business, Alfa Romeo had introduced the terms "vague" and "rubbery" to the Alfisti's vocabulary with the Alfetta's underwhelming shift linkage to the rear transaxle. To make matters worse, the rubber "donut" driveshaft joints would first create unpleasant driveline vibrations as they deteriorated, and then bring the car to a halt as they self-destructed. These issues were carried over to the GTV6 without improvement.
The GTV6 did get some styling changes, most notably a hood bulge to clear the bigger engine, black plastic body trim on the C-pillar and sills, larger rear light clusters, and new alloy wheels. The interior was also upgraded with leather, a revised dashboard with a traditional instrument layout, air conditioning, tilt wheel, and power windows.
In considering a GTV6, the usual Alfa caveats about rust apply. These cars rust, not only in the usual spots (rocker panels and front and rear valances), but also in the windshield frame and around the rear hatch glass, both areas that are difficult and expensive to repair. It is also important to check the channels of the GTV6's sunroof to ensure that its drain holes have not been blocked. The 1984 Alfa GTV6 pictured here appears to be in very good condition and is stated to have minimal rust, which would be surprising given that it has lived all its life in New Jersey.
This GTV6 has had a number of mechanical modifications, the most important of which is the replacement of the original engine with a later 3.0-liter V6. This engine was introduced in 1987 in the high-performance "Verde" model of the Milano sedan, and is more powerful, with a peak 183 hp and 181 lb-ft of torque vs. 154 and 155 for the smaller 2.5. This swap is not unusual and should add to the driving experience, provided it was performed by a competent mechanic.
That the car has been in a single family is a good thing, as we can assume a continuous record of work performed (and deferred), leaving the new owner minimal guesswork as to what needs to be done. With no mention of major engine work, it must be assumed that after 90,000 miles a valve job looms in this motor's future, but at just $1,500, no-one should be going hungry in order to pay the bill.
At $4,800, the price paid here was near the lower end of the SCM Price Guide range of $4,500-$7,500. For a fast, fun, and affordable sports car, this could be a great buy. However, I would have wanted to do a complete mechanical inspection before bidding on this car, simply because it has not been driven any great distance in the past six months. No old car likes to sit, and older Italian cars don't like it more than most. Periodic starting doesn't keep anything "fresh" if the car is not brought up to full operating temperature and put under some load, and just starting the engine can do far more harm than good.
Even if its one-family ownership has caused this car to avoid the usual deferred maintenance that accompanies most Alfas trading in this price range, its recent period of inactivity could mean that the buyer will have to undertake a total re-commissioning, including oil change, hoses, filters, brakes, driveshaft donuts, timing belts, tensioners and a replacement of the head gasket. Add a few more "minor" repairs to the project, like dealing with the encroaching rust, recovering the sheepskin-clad front seats, or replacing the exhaust, and it's easy to see why the market for these cars is so thin. Let's hope the new owner enjoys driving this one and nothing breaks.

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