Starting in 1954, Italian manufacturer Alfa Romeo launched a series of small, affordable sports cars based around its all-alloy, 1300-cc, inline, 4-cylinder engine. This new model came to be known as the Giulietta (750 Series) and for the next 10 years would prove to be a fabulously successful offering for Alfa.
By 1962, the Giulietta was badly in need of more horsepower and so a larger, 1600-cc variation of the alloy twin-cam Giulietta engine was produced. This new engine was first mated with the older Giulietta coupé and spider body styles, but was renamed the Giulia (101 Series), to distinguish it from the smaller displacement Giulietta.
However, this transitional period of new engine in an older body was only temporary as Alfa Romeo worked on a completely new coupé and spider (105 Series). The new Grand Touring coupé was known as the Giulia Sprint GT and made its debut at the Frankfurt Auto Show in 1963. Penned by Giugiaro for Bertone, the new Sprint GT bore a strong family resemblance to the earlier Giulietta Sprint GTs, but in a more modern, updated looking package. Despite sharing the Giulietta’s wheelbase and track dimensions, the new 2-door Giulia featured a more spacious cabin that could accommodate four passengers, in a pinch.
By 1965, Alfa Romeo came out with a “Veloce” version, known as the GTV. Up to this point, Alfa’s Veloce versions of any given model had signified a distinctive upgrade in performance. However, with the Giulia GTV the “Veloce” more reflected an upgraded trim designation, signified by bucket seats, a woodgrain dash and cloisonné “quadrifoglio” emblems on the C-pillars. Despite a slight difference in carburetion the GTV was ostensibly no faster than the Sprint GT “normale.”
Over the following decade, the Giulia 105 Series GT and GTV would evolve, most notably receiving a larger 1750-cc engine in 1967. By 1971, the 105 Series GTV would receive an even larger 1962-cc engine that breathed through twin Weber 40 DCOE carburetors in Europe or through Alfa’s SPICA fuel injection system in the U.S. versions. Though first introduced in Europe in 1971, the GTV 2000 would not appear on American shores until 1973 and even then would only be offered for two years, ending in 1974. Still built around essentially the same 105 Series Bertone body, the GTV 2000, with its larger engine also benefitted from other improvements including a nitride-hardened crankshaft, limited-slip differential and slightly larger disc brakes.
While considered by some to be the ultimate iteration of the venerable Giulia GT line, the later GTV 2000s did suffer from occasional head gasket problems, issues with the SPICA injection when not properly maintained and, of course—like nearly every single Italian car from the early 1970s—body corrosion problems when subjected to extensive moisture.
Behind the Wheel
Lift up on the GTV’s chrome-plated door handle and it’s easy work to slide into the Alfa’s comfortable bucket seats. The interior is remarkably spacious for what is, in essence, a fairly compact car. The driver’s side of the cockpit is dominated by a large wood-rimmed, three spoke steering wheel that is surprisingly deep dished. Nestled behind the wheel are two large black binnacles that house the speedo and tachometer, with pressure and temperature gauges nestled in mini-binnacles in between. While the beltline of the car seems a little high, relative to the driver’s position, visibility is outstanding with a large greenhouse of glass and relatively unobtrusive pillars to support the roof.
The 2000 GTV’s seating position is very comfortable, though some drivers may need to adjust to the somewhat odd pedal arrangements that include a pendulum-style accelerator pedal mated with floor mounted clutch and brake pedals a la the Volkswagen Beetle. However, when properly adjusted the spacing and action is conducive to heel-and-toe driving.
Turning the key elicits a throaty purr from the engine akin to a big cat with a chest cold. While all the Alfa twin-cam, 4-cylinder engines are delightful, the 2000-cc version is the highest iteration of the family, with approximately 150-hp on tap. Again, the key to this engine’s performance and behavior (in U.S. versions) is the state of tune of its SPICA fuel injection system. When properly tuned and maintained it is wonderful to drive and own. Allowed to fall out of tune or maintenance, it will serve as an endless source of frustration.
Out on the road the GTV 2000 is a true delight to drive. Light, nimble and utterly responsive, the GTV communicates what all the wheels are doing without that information becoming harsh or intrusive. With its short overhangs and good weight balance, the GTV is agile and precise on turn-in and sure-footed under nearly all but the most extreme circumstances. But again, the joy to this or any Giulia/Giulietta is the engine, which freely revs and hustles the little Giulia along with surprising rapidity.
A mere 10-15 years ago, one could find Giulia GTs and GTVs in plenty. Nearly every town had cars for sale on the street and donors in the local junkyards. But like so many Italian sports cars of the 1960s and early ’70s, the last 10 years has seen both the “beaters” and the nice examples all but disappear off the landscape. Where rough drivers used to be available for, in some cases, hundreds of dollars, now it’s not uncommon to find nice examples like the one pictured here selling for $30,000–$40,000. Yet, even at these prices, the Giulia GTV is still a tremendously enjoyable and easy classic car for the money. With the prices being achieved in the last year for Giuliettas and Giulias, who’s to say where these classics will go over the course of the next 10 years?
Driven Classics at a Glance:
SPECIFICATIONS
1974 Alfa Romeo GTV 2000
Body Steel unibody, 2+2
Wheelbase 92.5”
Track 51.6” (front), 50.0” (rear)
Weight 2178-lb
Suspension (Front) Independent with lower wish bone and upper links, coil springs, telescopic shocks, anti-roll bar. (Rear) Live axle with trailing arms, T-shaped central locating arm, coil springs, telescopic shocks, anti-roll bar.
Engine 1962-cc, twin overhead cam, inline 4-cylinder
Compression 9:1
Induction SPICA fuel injection (USA) Twin Weber 40 DCOE or Dellorto DHLA 40 (Europe)
Horsepower 150-hp @ 5500 rpm
Transmission 5-speed
Rear end Mechanical limited-slip
Brakes 4-wheel disc, dual circuit
PERFORMANCE
Top Speed 115 mph
0-60 mph 8.9-sec
Average fuel consumption: 24-mpg
VALUATION
Price at launch $4,950
Excellent $42,000
Good $28,500
Average $24,900
Poor $17,000
