Alfa Romeo 3.2 V6
The 3.2-litre V6 with JTS direct injection combines Busso sound with modern fuelling — theoretically the best of both worlds, in practice a challenge. The direct injection introduces fuel dilution into the oil, requiring shortened oil change intervals (7,000–10,000 km). The sound remains the typical 60-degree Busso with its multi-voiced howl from 5,000 rpm, the power delivery slightly fuller in the mid-range than the naturally aspirated Busso. 240 hp in the GT, 250 hp in the GTV and Spider. Timing chains instead of belt (three chains as on the 932A.000). Chain kit sourcing increasingly difficult — parts sometimes coming from Australia (Holden variant).
Pininfarina Coupe with Busso V6 — the Civilised Alfista
The GT 3.2 V6 is the best-sorted of all Busso 3.2-litres: Pininfarina body on a 147 platform, its own suspension setup balancing sportiness and long-distance comfort. 240 hp are enough for 6.7 seconds to 100, the Busso sound is identically captivating as in the GTA. The steering at 2.25 turns lock to lock is razor-sharp — a scalpel on country roads, hard work in car parks. Less raw than the 147 GTA, less tame than a 3 Series BMW coupe. For Alfisti who want to enjoy the Busso sound daily without always driving at the limit.
Engine Weaknesses 7
The 3.2 V6 JTS of the 159/Brera is known for timing chain wear. Cold-start rattling from around 80,000–100,000 km is a warning sign. Repair costs 3,000–5,000 €.
Symptoms: Metallic rattling on cold start that diminishes after warm-up; with further wear it becomes permanent
The 20V variant of the 2.4 JTD develops cylinder head cracks at higher mileages, typically between intake and exhaust valves. Cause is sustained thermal stress. The 10V version is considered more robust.
Symptoms: White smoke, dropping coolant level without oil contamination, hard coolant hoses after engine shutdown (pressure build-up), loss of heating performance
The direct injection of the 3.2 JTS prevents self-cleaning of the intake valves. Carbon deposits form especially during short-trip driving.
Symptoms: Power loss, rough running, misfires
Identical problem to 932A and 1.9 JTD: the crankcase ventilation freezes in extreme frost and pumps oil into the intake tract. The 936 2.4 JTD part is explicitly listed in the Alfisti parts catalogue.
Symptoms: Oil smoke after cold start in sub-zero temperatures, crankcase pressure build-up, oil in the intake area
The cam phaser solenoid (variator) can jam from contamination or aging. A faulty solenoid prevents variable valve timing and triggers fault code P0013/P0014. Oil contamination promotes sticking.
Symptoms: Engine warning light with P0013/P0014, sluggish throttle response, reduced power especially in the lower rev range
Early direct injection generation without intake port wetting: carbon deposits on the intake valves build up inevitably. Result: power loss, rough running. Walnut blasting or chemical valve cleaning required.
Symptoms: Power drop from approx. 60,000 km, rough cold running, increased fuel consumption, occasional misfires under load.
The 3.2 V6 JTS requires 10W-60 oil and tends towards elevated consumption and premature chain wear when oil changes are skipped.
Symptoms: Oil level drop, blue smoke under load
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.