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TRANSFORMERS

Pininfarina has a rare talent for transforming lifeless lumps of metal in to mind-altering machines. Since its launch in the 60’s the Alfa Spider has epitomised this passion; series after series the effects remain undiluted.

The ‘round tail’ as it was affectionately termed back in 1966 when unveiled in Geneva, was one of the original roadsters built at a time when roads were for driving and speeds were for challenging. Since the 30’s Pininfarina has given Alfa’s their artistic individuality but the Spider is perhaps the most iconic, not least for its film role in ‘The Graduate’ where the lead Dustin Hoffman drives one. It was no co-incidence that in a film about lust and seduction, the Spider came to symbolise a lifestyle that was a bit risqué. Back then this magnificent motor boasted a 1570cc engine which produced 109bhp; it could dart to 60mph from standing in 11 seconds and had a top speed of 115mph which wasn’t for the faint hearted. Today the top of the range model dons an even more riveting 3.2-litre V6 which sounds hardy but purrs like a kitten. Its six speed gear box is just as cathartic as is the way it springs in to life at the touch of a button.
The Spider’s graceful top-down performance and the piloting position which puts you in close proximity to the road has been re-mastered over four decades, leaving you in no doubt of why it is a collectors favourite. Basing its platform on the Brera coupe was the obvious choice although the dynamics are brought on a step with the Spider’s slightly more compact frame which also sits lower than its stablemate. In the 3.2-litre version you get the Q4 four-wheel-drive system which spontaneously distributes the torque between each axel and with a slight favouritism towards the rear it promotes excellent stability and grip. This model also comes with or without a QTronic automatic gearbox as standard but manual paddleshifts are an optional extra.
The two front-wheel-drive models are either offered with a 2.2-litre direct-injection petrol unit or a 2.4-litre multijet Diesel; the latter delivers 41.5mpg as opposed to the 3.2-litre V6’s 24.6mpg on a combined cycle but it really depends on how much you want to exploit the power. Although the manual flagship model is eager its blushing 1690kg kerb weight means that its pipped to 62mph from stationary by both the BMW Z4 3.0-litre Sport and the Audi TT 3.2-litre V6 which each claim a 5.7 second sprint. The Alfa reaches dual carriage way speed in a straight 7 seconds. However neither of its German equivalents can match its exoticism.
There’s nothing clinical about the Spider; it’s all flair and extravagance and the reaction it gets ranges from pure intrigue to bitter mistrust. Not everyone will wave you out from a junction or smile as you waft by them but then not everyone gets to sit behind the wheel of a Spider. Some people have to wait 40 minutes for a bus on a cold winter morning or drive a clapped out old Escort with rust holes in the floor and no heating. Then there’s the people who’ll want to beat your Alfa down, telling you it’s a waste of money and you’d be better off buying an entry level SLK. But although the Benz has an impeccable record for reliability and quality, is £2K cheaper and its hood folds down miles quicker, the Spider also has its pay offs. As well as it being more exciting to look at, the Italian contender has a one-spec level which is far superior in terms of standard equipment.
All Spider’s get electric heated mirrors, 17″ alloys, dual-zone climate control, cruise control, a leather steering wheel and gear knob, rear parking sensors and a six-CD autochanger. Leather seats are also standard on 3.2-litre V6 models and as options on the others. Other additions for all Spiders include Sat nav, Bluetooth connectivity, a more comprehensive sound system and fancier alloys. The boot space in the Spider is equally generous and the quality feels miles better than its predecessor too. Yes, you’ll still have to be quite thorough when taking one for a test drive (incidentally the one we drove was faultless), besides servicing is much more customer friendly and more dealerships are popping up everywhere.
Driving a Spider is undoubtedly a rewarding experience because of its steady handling and the well weighted feel of the wheel. It’s easy and knowable until you want a little blast of feeling and then you just squeeze your foot down to the floor. There’s no turbo so the power delivery is very smooth and at high speeds there’s little road or wind noise. Uneven surfaces are more unforgiving but it isn’t enough of a trouble to sway you from buying one. Sure the 350Z is more titillating and the Mazda RX8 tempts you with its racier set-up but the Spider has a pervasive character which will really bring out the extrovert in you. Shy, unassuming go-with-the-flow types – prepare to be transformed!

Verdict

FOR: Head turning looks, graceful to drive, very comfortable, has a surprising amount of boot space and plenty of standard equipment.
AGAINST: Fuel economy, extra kilos and the ride is a little too firm on rough surfaces.
CONCLUSION: As long as you don’t rush in to buy the very first Spider you set your eyes on and give it a thorough test drive you will be very satisfied with your legendary little roadster.

Spec

ENGINE: 3.2-litre V6 Manual
Co2 (g/km)/tax: 273
POWER: 260bhp @ 6300rpm
TORQUE (lb/ft): 322Nm @ 4500rpm
0-62mph (sec): 7.0
TOP SPEED: 149mph
MPG: 16.7/33.6/24.6 (urban/extra-urban/combined)
TRANSMISSION: 6 speed manual
SUSPENSION: Front: Independent double wishbones and stabiliser bar anchored via ball joints, Rear: Independent with Multilink architecture
BRAKES: Front: Ventilated 330 x 28D fixed aluminium caliper with four 42mm pistons Rear: Ventilated 292 x 22 combined 42mm floating caliper
TYRES: 225/50 R17
WEIGHT: 1690kg
PRICE: £31, 250
RIVALS: Audi TT, Mercedes SLK, BMW Z4, Nissan 350Z, Mazda RX8