The history of the Alfetta GT – GTV began when the success of the Giulia GT was at its peak. It was in 1967, the year in which the 1750 GT Veloce was launched and precisely on the mechanics of this model the leaders of the company had the intention of setting up the Alfa Romeo coupe for the seventies. The project was actually launched in 1968 and the task of studying the lines of the new bodywork was entrusted directly to Giorgetto Giugiaro, who had just founded Italdesign. At the end of the 1960s, no one escaped the fact that the traditional concept of coupé, intended as a low sports car and with a cockpit capable of comfortably accommodating only two people, was now outdated. The bright compact sedans, with equal performance but with far superior roominess, comfort and luggage capacity, were quickly conquering the sportiest motorists. Giugiaro then received a precise instruction: the new Alfa coupe, in order to prove itself attractive, should have had four comfortable seats and a large trunk; otherwise, carte blanche was given. The “important” dimensions of the passenger compartment strongly constrained the stylistic definition which, at this point, by choice of the Turin stylist, went beyond the traditional canons. Taking as a reference the Giulia GT he kept pace, but “inflated” the pavilion to the maximum by moving the balance of volumes backwards. The Italdesign project was certainly preferred to the one developed parallel to Arese, which was abandoned at the end of 1969. At this point, Giugiaro had finished his task and the job passed into the hands of Alfa Romeo. A series of causes caused the new Alfa coupe to appear almost five years later. The main one was certainly the design of a new mechanic, which would go to equip the future Alfetta sedan. In Arese it was decided that the new coupe was to be an Alfetta GT, therefore with a mechanical setting strictly derived from that of the new sedan. The design of the body, one of the first developed on the computer, was then revised according to this fact. In the meantime, the stylists made some changes to the bodywork with respect to Giugiaro’s design; on the first prototype of the house, ready in April 1970, the windshield was less inclined and the engine hood no longer surmounted the windshield. In January 1971 the interiors were defined and in July of the same year the final prototype appeared; after which the long car tuning began. The tests in the wind tunnel showed a Cx of 0.391: an all in all high value, mainly due to the protruding details of the clothing and the uneven shape of the muzzle. The road tests led to the addition of the two front semi-spoilers (adopted to contrast the lift of the muzzle at speed) and to the optimal suspension calibration. The Alfetta GT (type 116.10) officially debuted in June 1974, in a historical moment certainly not favorable to the launch of sports cars: the Kippur war, the energy crisis, the cost of petrol skyrocketing, the introduction of speed limits. In short, the general climate that was breathed in those years severely penalized especially those Houses that, like Alfa Romeo, had price lists all projected towards driving brilliance.
Giorgetto Giugiaro, in designing it, had wanted to make a car that could also be used by the family and, for this reason, he decided to adopt the tailgate instead of a more traditional hood to access the trunk.
For the front, several hypotheses were elaborated, one of which included grid eyelids over the lights (in the Montreal style): in the final cut of the hood, the grooves deriving from the elimination of the lateral eyelids were still evident, immediately above the headlights.
The result, however, was remarkable: even today this beautiful coupe, with its sloping muzzle and the very inclined windscreen and rear window, manages to convey grit, speed, passion, a feature not uncommon in the Biscione models that often seem not to notice time passing.
The alphists of the time were very perplexed by the choice made by the Arese Style Center in designing the bridge. In particular, the arrangement of the instrumentation was not very welcome, which was substantially divided into two parts.
In front of the pilot, in fact, only the rev counter was housed, while the speedometer, the oil pressure gauge and the fuel level indicator had been placed in the center of the dashboard: if on the one hand it was a typically corsaiola setting, on the other it was judged by the majority of alphists impractical and anti-aesthetic.
By the late 1970s, the Arese coupe had reached full maturity and maximum sales success. However, the top management realized that its survival was linked to the ability to compete with a competition that, in this category of cars, aimed at engine sizes and therefore on ever higher performance. By now, in fact, customers were willing to “endure” the inconvenience of the coupes only if in return it was rewarded with burning accelerations, perhaps accompanied by the hiss of a six-cylinder. The oil crisis, then, seemed far away and optimism for the new decade that was about to begin made high fuel consumption acceptable. It was 1980. The range was revised in aesthetics and this was the occasion to introduce a version equipped with the same V6 2.5 engine that was mounted on the Alfa 6 flagship: in the case of the Alfetta GT, however, the carburettor fueling (present on Alfa 6) in favor of electronic injection. Many aesthetic changes that affected the second series and that were common to both of the two available versions: Alfetta GTV 2000 (type 116.36B) and Alfetta GTV 6 2.5 (type 116C). A restyling was carried out which, without intervening on the body panels, rejuvenated the overall appearance of the car, thanks to substantial updates to the components of the outer clothing. Front, one-piece tail lights and black plastic air vent plates on the rear uprights are the useful elements to distinguish a second series from a first one at first sight. Also noteworthy were the black plastic bumpers and many other black details (such as the plastic element that connects the lower part of the side to the wheel arches, the profiles of the windows and the air intakes on the hood). All chromium plating was therefore eliminated; the rear-view mirrors became rectangular and generous in size; the alloy wheels (optional on the 2000) benefited from a new design. Inside was introduced a dashboard with a completely renewed style that abandoned the old configuration with separate indicators of the first series in favor of a more conventional single element placed behind the steering wheel (also redesigned) which had the wooden crown on the GTV 2000 and leather on the GTV 6.
Power: 130 hp (96 kw – 129 hp)
Engine: 4 cylinder (inline engine)
Displacement: 1948 cc
Distribution: 8 valves
Torque: 180 Nm (4000 tr / min)
Transmission: Rear wheel drive, 5-speed manual gearbox