1986 Alfa Romeo Spider Graduate Review

Anthony Erickson
by Anthony Erickson

Before Black Tuesday, the autoblogosphere was abuzz with news of Fiat's return to the U.S. market. Details have been sparse and shifty, but the message is clear: American Alfisti will finally get their hands on the automotive brand renowned for Italian passion and style. Maybe. Eventually. Of course, when Alfa retreated from the eastern seaboard to the Amalfi Coast some 14 years ago, their cars were also known for Communist Bloc reliability. Assuming Alfa's got that sorted (deep breath), I've tracked down an Alfa Romeo Spider Graduate to see what the fuss was– and perhaps will be– all about.

Clearly, aesthetics were not Alfa's main problem. Penned by the original Battista "Pinin" Farina in 1966, the Spider's basic shape is a hallmark of automotive design. Twenty years on (and another twenty years later), the deceptively simple and perfectly curvaceous sheetmetal still looks weak-in-the-knees gorgeous.

The only exterior indications that you're looking at an entry-level version of the car: the "Graduate" badge on the tail and steel wheels that fill the Spider's wheel arches to perfection. They may be the "cheap" wheels, but the honest steelies with the graceful chrome ring and polished steel hubcaps nicked from the family silver could not fit more ideally with the car's mid-Sixties lines.

Alfa marketed the Graduate for the (true) enthusiast. In other words, they stripped the Spider's interior like it had set off the airport security metal detectors. Gone were the power windows, leather seat upholstery, air conditioning, radio and cloth top. In their place: hand cranks, delete plates, and more vinyl than your average half hour on the SciFi Channel. In fact, apart from the decidedly-non-standard Alpine radio unit, the Spider's interior had four buttons: a hazard light switch, a fan switch for the heater, a rear window defroster switch (that served no identifiable purpose) and a horn.

Slip inside the Spider, and marvel at God's Own Seats. The chair offer easy ingress and exit. They're also supremely comfortable yet surprisingly supportive through the bends. Gingerly run your fingers over the Spider's lacquered wood steering wheel rim and shift knob, and look at your reflection in the chrome metal of the steering wheel.

Making love to the machine may distract you from a console that pinches your right leg against the steering wheel. And the fact that the helm's mounted at a strange angle and sits just that little bit too far away for our particular branch of the simian species. (Lest we forget, Dustin Hoffman was 5'5" when he chased after Mrs. Robinson's daughter.) The quality of the Spider's plastics lie somewhere between your neighbor's old Suburban and a gas station sandwich's plastic container.

Forget the ergonomic woes (as you must). Let's see how she drives.

Twisting the key (carefully) brings the Spider's all-aluminium twin-cam two-litre highly-hyphenated inline four to life. (Temple of VTEC worshippers may not wish to note that the Alfa Romeo Spider was the first production car to use variable valve timing back in 1980, beating Honda's V-Tec system by almost ten years.) The Alfa's Twin-Cam engine, as experienced, in theory, best case scenario, produces 115 horsepower a bit past 5,000 rpm, and 120 lbs. ft. of torque just before 3,000 rpm.

Unlike the Gregorian crescendo of most modern engines, the Alfa's four roars like a wounded beast, with just enough thrash to let you know its mechanical heart is beating with the explosive deaths of millions of hydrocarbons.

Let me be blunt: the Spider isn't a sports car. The so-called sprint from zero to sixty will take you nine and a half seconds. And if "slow" and "sports" are a problem, you're not going to happy that the Spider's chassis is the world's least rigid monocoque; the scuttle-shake over bumps is… awesome. And understeer cuts in far too soon for my liking– as in any time you push it through a corner.

The Alfa is at its best cruising spiritedly down a moderately serpentine road. The wonderful five-speed manual and admirable below-the-limit grip let you enjoy the occasion of driving an Italian roadster at speeds that won't threaten your license. Enthusiasts can exploit a healthy performance aftermarket, but a stock Mazda Miata makes more sense on every level save the sensual and nostalgic.

Simply put, the Spider is a Riviera roadster. The Alfa's main mission: driving along a waterfront on a bright summer day with the top down and a beautiful woman sitting in the passenger seat, trailing a mile-long scarf. Anything else? Rain? Cold? Snow? High-speed runs? Fuhgeddaboutit.

Che te lo dico a fare? Everyone knows the Alfa Spider was a toy that broke even (especially?) if you never drove it. In these days of J.D. Power outages, if and when the Alfa brand returns, style will not be enough. Must. Do. Better. Let's hope the Alfa's body is strong and the spirit is even more willing.
Anthony Erickson
Anthony Erickson

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  • B_w B_w on Jan 04, 2019

    This was a fine review, a trip down memory lane of such a lovely car, until it became sexist. Why does a woman become the passenger? Clearly an attitude also from the same era.

  • Gregory Gregory on Nov 20, 2023

    Thanks for your review; it is an accurate assessment of a car that was designed in the early 60's. My 1974 455 Super Duty Trans Am (which would outrun 1974 454 Corvettes on a road course or in a straight line) had a cast iron pushrod engine, drum rear brakes, a four speed manual and a carburetor. My 73 Alfa Spider has four wheel disc brakes, a five speed manual transmission, an aluminum DOHC Hemi head engine and mechanical fuel injection. The bulletproof powertrain and chassis/suspension are the same as those used on the Alfa GTAm coupe that dominated Porsche and BMW in the under 2.5l Trans Am races in the early 1970's, winning many races and championships. It's certainly not quick by today's standards (nor is a stock 60's muscle car - my current 1.4l turbo four door sedan will out accelerate the 1964 GTO convertible tested by Motor Trend and a 300 HP automatic 1964 Corvette evaluated by Road and Track) but the top down Spider puts a smile on my face every time I push it around back country roads or rev the engine to the redline. You can enjoy it's Lotus like steering response and raspy exhaust note at sane speeds, unlike the many Corvettes, Vipers and Lotus sports cars I've driven over the years. It has quicker acceleration and better cornering capability than my tweaked 356 C Porsche. The Spider has many faults (rust, electrical gremlins, low torsional stiffness, etc.) like most other 50 year old sports cars, including the Jaguar XKE, but no new car urges you to hammer it every time you take it out for a drive on a winding country road the way my Alfa does. In fifteen years of a lot of hard driving, I was only stranded once and that was my fault for mis-installing a fuel filter gasket. The Alfa Spider cost as much as an XKE when it was new. In 2023, you can get a Spider for much less than the Alfa Berlina four door sedan that uses the same Spider/GTV powertrain and chassis and about 1/10 the cost of an XKE. Not everyone's cup of tea, but a fun, quirky old Italian convertible that is still affordable. The red ones are the fastest. 🙂

  • MaintenanceCosts It's not a Benz or a Jag / it's a 5-0 with a rag /And I don't wanna brag / but I could never be stag
  • 3-On-The-Tree Son has a 2016 Mustang GT 5.0 and I have a 2009 C6 Corvette LS3 6spd. And on paper they are pretty close.
  • 3-On-The-Tree Same as the Land Cruiser, emissions. I have a 1985 FJ60 Land Cruiser and it’s a beast off-roading.
  • CanadaCraig I would like for this anniversary special to be a bare-bones Plain-Jane model offered in Dynasty Green and Vintage Burgundy.
  • ToolGuy Ford is good at drifting all right... 😉
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