: Alfa Romeo 2000 GTV Bertone
: Renault 5, E28 BMW 520i (part-owned & second driver)
The reason may go back to my childhood in 1988. I was eight years old, living in Nicosia, Cyprus (and never missing reading the weekly issue of
at the British Consulate Library), when I saw a navy blue 2000GTV Bertone outside a Turkish army base. I loved the look of the car and recall asking my dad to buy one. Sadly that wasn't to be.
I grew up to be a petrol - err - PistonHead and, more recently, I had £28k to spend on a car. New cars don't usually interest me because I find that there can be too much electronic interference. So, I was looking at pre-1980s Ferrari 308s and Porsche 911s that were going for £26-35K. But I had lived in London for 13 years without driving once, so the prospect of insuring a Ferrari in London was preposterous. So I went to see some old Porsches: a 1966 2.0 911 that was not restored properly, and a more recent 1973 Porsche 911 2.4 MFI which was in 'honest' condition. Went for a ride in it and, although good, it didn't take a hold of me.
Back on the classifieds Alfa Romeos were now my target cars. I had been planning on going to see a Maroon 2000 GTV Bertone, when my brother fortunately spotted this one that had just come on the market. It looked great, so I booked an appointment immediately and when I saw it in the metal it was love at first sight.
I know looks are subjective exercise, but I would say that this is one of the most beautiful modern car designs, penned by Giorgetto Guigiaro for Bertone. It has great proportions and is so low to the ground. I'm a whisker below 5'8, yet the height of the roofline is just below my mid chest. It draws positive attention from everyone. The interior design is stylish too - black, wood and polished metal/chrome with tasteful Jaeger dials.
The race-derived Weber carburettor-fed engine is a peach, has good low-down torque, and encourages you to rev it hard. When the twin cams really engage around 4,500rpm it just screams to 6,500rpm +, and easing off the accelerator causes unburnt fuel in the exhaust manifold to explode and emit a cacophony of crackles and pops on the overrun. Between 2,000-3,000rpm (until recently, more on that below) it made a spine-tingling multi-tone rasping exhaust note too. Acceleration is not fast compared to today's standards, but brisk enough with 0-60mph in 8.5 seconds. Top speed is 120mph and it cruises between 70 & 80mph, but to me what's more relevant is how special this car feels and the sheer fun I've had with it on the open road at legal speeds.
At just over 1,000kg it's nimble, the chassis has very good balance and handles beautifully, thanks in part to the firm but supple suspension which has been set up by Harvey Bailey for fast road use and the unassisted steering which is very direct and brimming with feel. The car dances along a good B-road, communicating every nuance of the blacktop through the seat and steering wheel. It is such a joy to experience and I understand why these cars won so many touring car championships in the 1960s and early 70s. The all-round disc brakes are servo-assisted and feel strong, although I haven't really had to put them to the test (and I hope I never will!).
I've only had it for six months so 'hate' is too strong a word. I dislike driving it in town as the engine doesn't like heavy traffic and the unassisted steering can be heavy. The long-throw gearbox requires warming up before it co-operates without protest. The seating position is not ideal for me as I have relatively short arms and long legs - the car was designed for those with short legs and long torso/arms, so after two to three hours of driving it gets a little uncomfortable. But when I'm out on the open road these misgivings are neither here nor there.
What I'd wish I had known:
The metallic rasping exhaust note was emitted by a mid-section muffler with baffles that had deteriorated due to age and use. Recently I had a full stainless steel system fitted that was specially designed for this model (bought from Alfaholics) to enhance its performance and this rasping quality. Sadly, although the performance of the car has significantly improved, I am now missing some of the rasp, but I am presently looking into recovering this characteristic.
Prices range from £8k for a less-than-OK example to up to £30k for one in excellent original/concours condition. When buying one of these, good service history is essential. Unless you want to restore them be patient, do the research and get one that is in very good original condition (rare) or has already been restored to a high standard.
There are many restorers that cut corners, due in some cases to customer demand as the costs of restoring them properly can exceed the value of the car, so make sure you find out who restored the car, and ask to see the receipts and breakdown of the work carried out. Look under the carpets, the engine bay and get under the car to check the underside and especially the sills - having the sills restored properly by a reputable restorer can cost up to £15k. I must confess that apart from checking the service & restoration history I didn't have the car professionally inspected until after I bought it and consider myself fortunate!
Costs:
The stainless steel exhaust system cost £900 to buy and have fitted and will last a lifetime. MPG? 23. This car is 35 years old, so I am expecting expenses to exceed costs of keeping most modern cars. It was serviced not long before I bought it, so having had it for just over six months I expect to spend £200-300 on service this year. The engines are very strong and the drivetrain reliable if looked after. The parts are mostly readily accessible and not expensive if you do some research and shop around, as this cult classic of a car does have a following.
I expect that the main costs will probably be attending to rust on the bodywork, as the steel panels were not galvanized. This particular car, I have been told by a few in the know, is a very good example of the type, with a fortune previously spent on restoring it. It was featured in a popular classic car magazine and a buyer's guide book as an excellent example some five years ago. It was also kept in a dehumidified garage, and yet there are a handful of tiny (almost imperceptible) rust bubbles appearing on the wheel arches and a little more rust on the front valance, which will require attention in the future. I keep the car garaged and take it out only on sunny days and I intend to keep it for life (and add a Ferrari 308 GTB to the stable in the future).
Where I've been:
I've been to Surrey, Sussex and Essex, which have some reasonably good B-roads. Many of these cars are tracked and raced, but I have no intention of that, as it is hugely enjoyable in fast road spec.
What next:
I have family in Herefordshire, so I look forward to driving it along good roads near the Black Mountains and into Wales later this year (subject to favourable weather). My girlfriend and I have agreed to go to the Mille Miglia in the near future.