Alfa Romeo 2.0 JTS
The 2.0-litre JTS (Jet Thrust Stoichiometric) was Alfa's first direct injection engine — pioneering work that came with typical early-adopter issues. 165 hp at 6,400 rpm, rev-happy with better throttle response than the Twin Spark engines. However, the direct injection introduces fuel dilution into the oil — shortened service intervals (8,000–10,000 km instead of 15,000) are mandatory. Injector issues and inlet valve carbonisation are the most common repair topics. More modern than the Twin Spark but higher maintenance demands.
GT Heart with JTS Soul
The elegant GT coupe and the spirited 2.0 JTS — a fitting combination. Powerful, nimble, handsome to look at.
Engine Weaknesses 7
The timing belt on the 2.0 JTS also drives the high-pressure fuel pump, placing it under higher load than on other TS engines. Shorter intervals and strict adherence are mandatory.
Symptoms: No warning before breakage, engine will not restart, total engine damage possible
The common-rail high-pressure pump can wear internally and fail to build adequate rail pressure. Fault code P1191 (fuel pressure) appears sporadically. Check the pressure control valve and rail pressure sensor first, as they can cause identical faults.
Symptoms: Engine dies while driving above ~100 km/h, warning light with P1191, fuel smell without visible leak, occasional stumbling
Direct injection (JTS) prevents petrol from cleaning the intake valves. Deposits form from around 80,000 km, especially with short-trip driving, leading to misfires.
Symptoms: Rough engine running, power loss, misfires, elevated fuel consumption
The 2.0 JTS has an inherently elevated oil consumption of up to 1 litre per 1,000 km. High consumption can damage the catalytic converter.
Symptoms: Oil warning light, visible oil level drop, blue smoke under load
Ignition coils are the most common cause of misfires on the 2.0 JTS. Faults manifest as fault codes P0300–P0304 and must be replaced individually.
Symptoms: Misfires, engine stumbling especially under load, engine warning light
The crankcase ventilation membrane valve can freeze in frost and suck oil into the intake system. Even a few days at -15 °C can block the vent hose, causing crankcase pressure build-up and oil carry-over.
Symptoms: Dense white-grey smoke on cold start after a frost period, crankcase pressure visible when pulling the dipstick, oil film in the intake duct
The plastic thermostat housing becomes brittle and loses coolant at the sealing face. The EGR cooler must be removed first for disassembly. Recommended: replace at the same time as the timing belt change.
Symptoms: Slowly dropping coolant level, occasional coolant smell after engine shutdown
Vehicle Weaknesses 6
Foam insulation inside the sills absorbs moisture, causing rust to form from the inside outwards. Incorrect jack positioning damages the sills further. Fully rusted-through sills result in MOT failure.
Brake hoses become porous with age and can be flagged at an MOT. Original brake hoses have a limited service life, especially on vehicles regularly driven in winter.
The GT 937 with dual-zone climate control frequently only cools on the passenger side while the driver's side stays warm. Cause is either insufficient refrigerant (correct fill quantity 650 g vs. the frequently used 550 g) or a failed blend flap actuator.
The electric windows on the GT 937 fail through faulty control units or worn cable drives. The GT shares this problem with the 147 on the same platform. Repair cost 100–300 €, motor replacement 150–250 €.
The front control arms on the GT 937 typically wear at around 60,000 km. Cracking and squealing over bumps is characteristic. Replacing both control arms costs 300–600 € including labour.
The rubber soft-touch surface on the GT 937 door handles and interior trim peels off over time and becomes unpleasantly sticky. A typical quality issue from around 8–10 years of vehicle age. Cosmetic fault with no safety relevance.