Late Model Alfa Romeo Spiders: What’s in a Name?

By Brewster Thackeray
Capital Chapter AROC News Service
The 1980s were an era when American car companies came under fire for “badge engineering.” Under its flashy hood ornament, a Cadillac Cimarron was basically a Chevy Cavalier; Lincoln’s Versailles was a hussied-up Ford Granada. But another great purveyor of the art was Alfa Romeo, which in the latter part of the decade tried to convince Americans that its long-in-the-tooth Spider was in fact three models: the Graduate, the Veloce, and the Quadrifoglio.
   Two of those models, the Graduate and Veloce, were separated only by trim. The Quad shared their mechanical specs, but had body cladding that dramatically changed its look. With progressively better equipment, their prices were quite diverse, ranging from about $13,000 for the Graduate to over $20,000 for the Quad (the first Spider to break that mark). In the late ’80s, you could have bought a spare economy car with that difference in price!
   Today, with the big hair of the 1980s fading like Culture Club in the rear view mirror, all Alfa Spiders are arguably a bargain. Perhaps some are more so than others. This article will examine what Alfa Spiders 20 years old and newer have to offer in their various trim levels and with periodic restylings. Twenty years ago is also a key point in Spider development as 1982 was the first year that Alfa installed reliable and easily serviced Bosch fuel injection in its cars. The engines were basically the same from then until a minor change in injection and slight horsepower boost in 1990.
   With all Spiders at least eight years old (they were last sold as 1994 models) and no dealer network in the U.S. since 1995, this market is an interesting place. Most enthusiasts would concur that all Spiders are underpriced, a great thing for buying though not when it’s time to sell. The price gaps between used base and top-of-the-line Spiders are much closer, meaning that one may get lucky and find a high-line car with valuable equipment such as power windows and air conditioning, with little if any cost premium over a more basic car. For instance, Kelley’s Blue Book (KBB.com) says a 1986 Graduate with 75,000 miles is worth $4,150, a Veloce $4,560, and a Quad only $4,775. (Note that in reality, well maintained or low-mileage Spiders generally sell for far more than Kelley’s values).
   In the early 1980s, Alfa recognized that its cars were drifting away from the raw (and affordable) basic sports cars on which they had built their reputation. They introduced an “Enthusiast’s Edition” for 1982, which reverted to manual windows, vinyl seats, and other basics. This model inspired the similarly outfitted Graduate model of 1985 to 1990. Named to commemorate the little red Duetto Spider that Dustin Hoffman drove in the movie of that name, the “stripped” Spider was and is a very nice car in its own right. Its mechanicals are identical to the more upscale Veloce. The only differences on the body are the badges and the base steel wheels, covered from 1988 to 1990 in plastic covers that are a knockoff of the Porsche-esque Quadrifoglio alloys. Inside the car is Spartan, with manual windows, vinyl bucket seats, and no standard radio; but it does have full carpeting, instrumentation, and clock, and is easily as nice as any 1970s Alfa, Jensen Healey or Triumph. The original top was a sturdy if not classy vinyl; but as with any Spider this age, the top will have been (or should have been) replaced by now. Since the top and wheels are easy to upgrade, and the vinyl seats and manual windows less prone to failure, the Graduate’s stripper specs can actually be desirable.
   The Veloce was the more upscale Spider, and as such came with leather seats, power windows, a radio, and at least the option of air conditioning (officially not offered on the Graduate, though frequently found on Southern cars). The Veloce also, throughout the 1980s, was shod with lovely 14-inch, five-spoke alloy wheels—a design very similar to those on some vintage Ferraris.
   All Spider bodies were updated and given controversial spoilers in the front (metal, under the bumper) and rear (black rubber) in 1983. These looked sporty but impeded the cleanness of the car’s lines—though at least Alfa finally improved the overly heavy rubber bumpers of the mid-70s. Further revisions impacted the line in 1986, the last year that the cars were technically built by Alfa rather than Fiat Lancia Industriale. At this point the Veloce’s seats, previously leather covered but a 1970s design, were refined into lower, plusher versions. The rear spoiler was made of a harder rubber and redesigned to incorporate a third brake light (which moved the Alfa Romeo badge awkwardly to the top of the trunk). The “twin-pod” instruments were refined into a single pod, which managed both to look cutting-edge and reminiscent of the 1960s “Duetto” Spider’s original. The dash, console and door panels were revised too. Lost in the update was the lovely standard wooden steering wheel that had been an Alfa Spider hallmark. At least the shifter still poked out from the console at that unique angle!
       At the same time that the Spider was freshened in 1986, the Quadrifoglio was introduced. Although it remains intriguing that buyers spent several thousand extra above the Veloce to buy a Quad, the top of the line “four leaf clover” version did have even more niceties, pushing the car toward Mercedes SL territory. The butter-soft grey leather seats were trimmed with red stitching, which matches the bright red carpeting (even in the trunk!) It’s a little “pimpy” for some peoples’ tastes, but certainly unique. A major feature that was standard on the Quad was a factory hardtop. This slick-looking unit was a better match for the Spider’s lines than earlier options, and while not of SL quality, it was fairly easy to put on and remove. Further down below the beltline, the body cladding is a matter of personal taste; some felt it made the car look longer, racier or sleeker, while others derided it because it didn’t improve aerodynamics and the mechanicals were the same. I recently chatted with a fellow selling his ’87; he said he was drawn to the car because it had an attitude that captured the “big” 1980s. Fair enough. These cars definitely do get attention.
   If the Quadrifoglio was flamboyant, Alfa’s decision to have Pininfarina redesign their classic Spider for 1991 headed in the other direction. Gone was the big black rubber spoiler from the trunk. It was replaced with a sensually upturned metal trunklid, taillights bearing a familial slimness along the 164’s line, and refined front bumper and side skirt treatments. The engine had been revisited the year before, boosting horsepower very modestly from 115 to 120. The 1991 to 1994 cars were priced higher new (all above $20,000), equipped better including a standard driver’s airbag and power steering (neither previously even offered in a Spider), but sold in smaller quantities. These currently are riding much higher on the market too: it is all but impossible to find a good, solid one for under $10,000, while older cars in equal condition might cost two-thirds that amount or less.
   From 1991 to 1993 there were two sub-models, “base” Spider and Spider Veloce. The base now had the core items that people wanted: air conditioning, power windows, stereo cassette, and the like. The Graduate’s steel wheels with plastic covers transferred onto the base model but could be upgraded to the 14-inch five-spokes that had previously been Veloce level. Vinyl seats had suede inserts (the suede being one regrettable feature in these late-model interiors, as they are prone to pilling and rather delicate). Another interior change was that crash pads under the dash were enlarged, making the small cabin even more cramped and the ignition keyhole harder to access.
   There wasn’t much to add for the Veloce package: those 15-inch “phone dial” alloys off the Quad, leather instead of vinyl surrounding the suede in the seats, a lighted vanity mirror, a better quality tonneau cover, and a cloth roof. A three-speed automatic transmission was an option on both models starting in 1991. While antithetical to the Spider’s nature, the unit was well matched to the engine and is surprisingly pleasant to drive.
   For its last hurrah, North American Alfa dealers gave the Spider a little bonus. The 1994 Collector’s Edition (CE), of which only 191 were made, was appointed to the car’s most luxurious level yet. In addition to full Veloce equipment, these cars had burled wood paneling on the console and upper doors, an upgraded stereo with CD changer, and commemorative badges on the hood and rear—plus special wheel center caps. Their rarity and recent production gives them a notable premium on the market, but other than that CEs are very little different from any 1991-1994 Spiders.
   So, which Spider is for you? It depends on your personal taste, budget and priorities. If an airbag, automatic transmission or power steering are a must, only a 1991 or newer will do. The clean look of this car also appeals to many, though the 1983-1990 body has its fans as well (it has been called “more macho”), and there is a pretty charm to the clean trunklids of 1982 and earlier cars despite their awkward bumpers. Luxuries like power windows and air conditioning are so taken for granted today that a well-equipped Veloce or Quad may feel right, whereas a Graduate still has the most basic sports car charm without being painfully stripped. Of course, with any of these cars, some owners have kept them stock, while others have added niceties—stereo systems, Momo or wood steering wheels (as were standard through 1985) or shift knobs, upgraded wheels, and more. The basic Spider platform is a good start for self-expression, and it shouldn’t be hard to track down the best model for your personal taste! Then all you have to decide is the color.
    Other factors also determine whether a Spider is worth more or less, or is right for you. The older the car, the less well it is protected from rust. It is pretty rare to see any on a ’91 or newer Spider, but not unheard of. If an older car hasn’t been garaged and pampered, it is almost a given. The rocker panels, lower fenders, and spare tire well are key places to check initially for rust. If a car has it, it will mean work ahead, so plan that into what you pay. Also, especially going back before 1982, the more likely a Spider is to appreciate an owner who is somewhat mechanical. Those not familiar with the complex Spica fuel injection systems are often warned to especially avoid 1980-1981 vintage Spiders, though many of these have been converted to carburetors.
   Mileage is an interesting thing—while in many ways a low-mileage Spider is a treat to find, disuse in some cases can have done as much harm as hard use. An Alfa that has been sitting a while will likely need some investment in belts, hoses, motor mounts and perhaps more.
    Finally, the seller him or herself can be the most important factor in finding the right car. Is this person a long-time, perhaps original owner? That’s ideal! Have they owned other Alfas? That suggests they know what these cars require to be kept healthy. Do they have records suggesting they spent what the car needed? That’s a good sign to be sure, though too many receipts might indicate a car with headache potential. Maintenance makes all the difference. If they convey a true love and appreciation of the car, and a sadness to let it go, you can probably speak the same language. Something to be alert to is that while Alfas cost a pretty penny new, their low market value as used cars means some people bought them secondhand who couldn’t really afford or appreciate their upkeep; a car can still look all right but need thousands in repairs. With that in mind, it’s often worth the cost of a pre-purchase inspection. As the Romans said, caveat emptor (buyer beware!)
   Those who have owned Spiders of this era tend to love them. They offer much of the distinctiveness and fun of older sports cars combined with more modern reliability and parts availability. And with prices for good, solid 1982-1994 Spiders ranging from $5,000 to $15,000, there is a lot of room for finding the right car to make your every drive a smile-laden adventure!

Brewster Thackeray, editor of the Alfantics newsletter, has owned six1982-1991 Spiders and one 164L. His current project car is a 1987 Graduate. He makes a hobby of helping fellow Alfa enthusiasts find or sell good cars, including on his website (www.alfa-base.com).