Alfa Romeo 3.2 V6
The Busso V6's final appearance in an Alfa Romeo — 3.2 litres with JTS direct injection, 260 hp in the 159 and Brera. Same 60-degree bank angle and DOHC 24V architecture as the legendary 932A.000, but with modern fuelling. The sound remains the multi-voiced Busso howl from 5,000 rpm, the power delivery slightly fuller in the mid-range than in the pure naturally aspirated GTA units. In the 159 noticeably heavier than in the 147/156 — the extra weight costs agility but brings long-distance comfort. Q4 all-wheel drive in the Brera distributes the 300 Nm better but filters out the rear-axle character. Timing chains (three chains), no belt. 10W-60 oil remains mandatory.
Spider 939 — the Last Open Busso Alfa
The 939 Spider is the last open Alfa Romeo with a Busso V6 — after that, the legendary six-cylinder in a convertible was finished. Roof down, the JTS direct injection fires up, from 4,500 rpm the 60-degree V6 howls in the open air — a farewell concert from an engine family that began in 1979. The Aisin automatic is the only fly in the ointment: adequate, but not as direct as a manual. Already appreciating in value as the last of its kind.
Engine Weaknesses 5
Timing chain wear is a known issue on the 3.2 V6 JTS of the 159/Brera. Cold-start rattling is a warning sign. Repair is expensive and parts availability is poor.
Symptoms: Metallic rattling on cold start that diminishes after warm-up
The direct injection of the 3.2 V6 JTS prevents self-cleaning of the intake valves. Carbon deposits form especially during short-trip driving.
Symptoms: Power loss, rough running, misfires
The swirl flap system of the 1.9 JTDm shows the same weakness as all JTDm derivatives. EGR coking and bush wear on the actuator linkage. Flap breakage into a cylinder is possible. Blanking kit as permanent solution.
Symptoms: Engine warning light P2279/P2075, power loss, stumbling in the lower rev range
The EGR cooler corrodes and allows coolant into the exhaust duct. Identical problem across all 939 1.9 JTDm variants. Misdiagnosis as head gasket failure is common. Bypassing the EGR as a diagnostic test is an option.
Symptoms: White smoke after cold start, coolant loss, no oil-water mix
The glow plug relay and signal cable to the glow plug control unit fail. The relay is compatible with all JTD/JTDm engines on the 939 platform (part no. 51888255). Replacement costs 50–300 € in parts plus labour.
Symptoms: 'Pre-heating system unavailable' on the display, difficult cold starts, extended pre-glow time
Vehicle Weaknesses 4
The electric folding hood of the Spider 939 has known weak points: plastic gears in the flap motors break, hydraulic fluid becomes contaminated with water. Control units no longer available. Repair: €1,500–3,000, aftermarket aluminium gears approx. €85.
Brake discs on the Spider 939 rust extremely fast after short standstill periods (even 4 days). Seized discs cause significantly extended stopping distances and loud grinding. Returns to normal only after approx. 10 km of driving. Particularly problematic for infrequently used convertibles.
The Spider 939 shares with the 159 and Brera the weakness of leaking A/C condensers caused by stone chips. Refrigerant escapes slowly, only detectable via UV tracer after several days. Condenser replacement €300–600, A/C service €60–100.
The Spider 939 (1.9/2.0 diesel) has known power steering problems caused by a dislodged sleeve in the intake port that draws in air. A revised reservoir (51880990) with green Tutela GI/R fluid fixes the issue. Cost: €35–400.