Alfa 147 GTA Q2

Alfa Romeo 147 GTA Q2

Try to reminisce with us about the not-so-distant past and imagine walking into your favorite dealership, interested in a small three-door hatchback, wanting something a bit more potent under the hood than a 1.9 diesel... and the salesman asks if a 3.2-liter V6 with roughly 250 horsepower would meet your expectations. Yes, those times actually existed. You could have gone to Audi for an A3 3.2 V6, to Volkswagen for a Golf R32, or... to Alfa Romeo for a 147 GTA. I probably don't need to tell you which door handle I would have reached for, and I'm inviting you there today, nearly a quarter of a century later. Times have changed, and while you can still get six cylinders and 3.2 liters of displacement from almost any brand today, there's a small catch: you have to buy two of their cars to get those specs!

To this day, I consider the Alfa Romeo 147 one of the most beautiful small hatchbacks ever to grace the world's roads. It's no coincidence it won the European Car of the Year title in 2001. The engine range was broad, with something for everyone. There were powerful yet economical diesels with 85 or even 125 kW in the JTDM versions. The potent JTD diesel versions were the only ones where you could opt for the brilliant Q2 limited-slip differential. On the other side was the range of 16-valve Twin Spark gasoline engines with two spark plugs per cylinder, in 1.6, 1.8, and 2.0-liter displacements. We will delve deeper into the TS engine in a future article; it was brilliant, high-revving, and powerful, but... demanding of proper handling and meticulous maintenance, which was its cross to bear. Unfortunately, it didn't have much in common with the original, legendary eight-valve Twin Spark we know from the Alfa 75—especially regarding reliability and durability. But today, we want to focus on the absolute pinnacle, what I dare call the Holy Grail for Alfa Romeo fans: the 3.2 V6 24V engine.

For today's test, we have a car in the stunning Blu Metallico. The color palette included a total of ten shades, and I think that, after Rosso Alfa, this one is the most beautiful and best highlights the car's design. For the sake of completeness, here are all the available colors: Rosso Alfa (Red), Bianco Nuvola (Pearlescent White), Blu Metallico (Metallic Blue), Nero Metallico (Metallic Black), Grigio Metallico (Metallic Gray), Azzurro Gabbiano (Light Blue), Grigio Sterling (Silver), Nero Luxor (Deep Black), Verde Boreale (Light Green), and Cosmos Blu (Cosmic Dark Blue). Personally, I'm disappointed that Rosso Miro, which was offered for the 156 GTA, didn't make it into the palette; I think it would have suited the car perfectly.

The car was designed by Walter de Silva and Wolfgang Egger of Centro Stile Alfa, and together with the Alfa 156, it represented a breath of fresh design air that secured massive customer interest for the brand. Even in its base versions, the Alfa 147 is balanced and sporty, but the GTA version is tuned to perfection. The extended side skirts, the tailgate spoiler, the flared fenders, and, above all, the completely redesigned bumpers make it a car you'll keep walking around, never tiring of the view. The aggressive front bumper with air intakes, along with the high, wide rear bumper featuring a honeycomb mesh and an opening for the twin-tip exhaust, are simply breathtaking. The entire car sits lower to the road, making it look low and wide. In 2004, the Alfa 147 underwent a facelift, which fortunately—thank God—did not affect the GTA. I must admit, I am a staunch opponent of facelifts. It's as if Leonardo da Vinci decided five years later that the Mona Lisa would look better in a red dress and blonde. It just wouldn't be the same. Every design is born as a whole. You cannot simply change the headlights and grille later and expect it to be better. It won't be. And it doesn't matter if it's the 147, 156, GTV, or 166. Forgive me, but I live by the motto: 'If it's good, don't touch it. You can't please everyone anyway.'

However, the most beautiful design element is only visible once you lift the hood. The transversely mounted V6 and the red 3.2 GTA script are pure, unadulterated joy. The fact that someone at Alfa had the idea to cram this engine into the small 147 doesn't surprise me that much—it was practically begging for it. What shocks me is the fact that there was someone in management who said... 'Alright, do it.' Thank you!

There isn't enough room around the engine to drop a pin; a timing belt change is a full day's work even for an experienced mechanic, but it's all worth it.

Changes to the interior are notably fewer—the dominant feature, however, are the seats with integrated headrests. The upholstery could be finished in cloth, for instance with red detailing, or in four shades of leather: black, gray, blue, and cognac. Otherwise, it is essentially a standard interior with one small exception... a speedometer ending at 300 km/h instead of 240. Even if it is significantly optimistic, it is beautiful and an inseparable part of the GTA versions.

But enough talk about static looks. Pictures and sculptures are for that, not cars. Our car isn't quite stock and has undergone several modifications that most owners eventually perform anyway. It is an eternal shame that the automaker didn't push such a brilliant project to its absolute potential. It would have taken so little, and I believe significantly fewer customers would have reached for the door handles at Audi and VW dealerships. If you are serious about a GTA, allow me to outline the 'basic package' of modifications that transform the car beyond recognition. One has already been mentioned in the introduction, and it remains incomprehensible to me why Alfa offered this extra for the JTD version but not the GTA: the limited-slip differential, designated by Alfa as Q2. Many owners retroactively install it or opt for a differential from the British firm Quaife. Thankfully, the swap itself is not technically complex and can be done with the engine in the car. If there was one thing the contemporary press and customers criticized about the GTA, it was traction issues and the heavy front end. But that's no surprise, just simple math. Just as 1+1 equals 2, it is logical that a 3.2-liter V6 on the front axle of a front-wheel-drive car without an LSD, pushing 250 horsepower, will be the car's greatest weakness. We cannot change the engine's weight or the driven axle, but we can significantly help it with that differential. The entry into a corner remains the same: brake in time, balance the weight in a straight line, let the front settle smoothly into the arc, a gentle steering correction, but... with a Q2-equipped car, the corner exit changes dramatically. The differential allows torque to be transferred to the loaded outer wheel, and where a standard GTA would vainly struggle for traction and wait for grip, the Q2 version tightly holds the line and allows for acceleration. This comes with one condition: as always, quality tires. Our Alfa wears Michelin Pilot Sport 4, which I believe is the optimal choice for this car.

If we mentioned a package of recommended upgrades, the Q2 is the first. The next necessary step is to reach for larger brakes. Like the 156 GTA, early 147 GTAs had Brembo front calipers for 305mm discs (from 2003, these were replaced by 330mm units at the factory for both models). Upgrading to the larger 4-piston calipers with 330mm discs is highly recommended. To limit the diving of the heavy front end, another step is replacing the springs—ideally along with the dampers—for stiffer ones. Our car is fitted with a complete KW suspension setup, and it works excellently. The original 17-inch GTA wheels (the 5-hole 'teledials' or 14-spoke designs exclusive to the GTA) suit the car wonderfully, but many owners opt for 18-inch wheels. They don't help ride comfort, but on quality tarmac and with good rubber, they perform well. Plus, they look absolutely stunning—whether they are the multi-spoke Toora wheels or the Black Line wheels from the Alfa GT. These two variants are highly popular and sought after among GTA fans.

Once you sit behind the wheel, you realize the quality of cars Alfa was producing at the turn of the millennium. Soft-touch quality plastics, nothing squeaks, nothing falls off, everything fits. The interior still feels modern and high-quality; it's incredible how it doesn't age. The black interior, including the black headliner, creates a pleasantly cozy atmosphere. After starting, the engine gives a brief bark and then settles into a deep baritone. I let the oil reach operating temperature—which, for this engine, is the alpha and omega of its longevity. Reams of paper have been written about the sound of this V6, and rightly so. The engine has incredible character; its operation is so harmonious it feels connected to you. It is soothing, and even when driving slowly, it gives you a strange sense of calm and confidence. It's hard to describe in words; those who know this engine know exactly what I mean. Those who have never driven it won't understand. It doesn't matter if you are in a 164, 147, GTV6, or an Alfa 90. The Busso is there with you, giving you the feeling that whenever you need it, you just have to flex your right foot.

When the factory was deciding whether to intricately modify the existing 3.0-liter engine (from the GTV or 166) or go the route of increasing displacement, they chose the latter. The connecting rods were changed, the crankshaft was modified, and the stroke was increased to 78 mm. Further modifications included changes to the intake manifolds, a differently tuned ECU, and an added oil cooler. The engine is elastic, high-revving, and has a linear pull, a buildup, and a clear power peak. These are characteristics that most engines today, strangled by emission limits, simply lack. Perhaps that is why we love it so much. It is different in every part of the rev range: calm and substantial up to 3,000 RPM; strong and fierce from 3,000 to 5,000; and sharp, almost racing-like, from 5,000 to 7,000. And then you shift, and it all happens again. Actually, I tell myself that our sorrow over the engine failing emission limits and ending with the Alfa GT was perhaps unnecessary. As they say, it's best to leave while you're on top, and those who leave at the height of their powers remain unforgettable. The thought that an attempt at emission compliance might have ruined its character would have been a sad end to this legend. After all, its 'successor,' the 3.2 V6 from Australia's Holden, is clear proof that when two do the same thing, it is not the same result. On the other hand, just imagine a Brera with a Busso under the hood and a weight-loss program—another icon could have been born. It could have been, but it isn't.

The gearbox is a 6-speed manual. Much depends on its condition, but essentially, aside from slight imprecision, it works well. The engine plays first fiddle, and the gearbox doesn't always keep up with turning the sheet music on the stand, but the result remains undisturbed. Honestly, the same goes for the Selespeed robotized version, which has faced so much criticism. We will look at it more closely in a future test of the Alfa 156 GTA, so I'll leave it aside for today.

For those who felt the factory 3.2 liters and 250 hp weren't enough, solutions existed. Worth mentioning is the firm PS Schulze from Germany, which bored out the engine (and still does today) to 3.7 liters, increasing output to a flat 300 hp. For those who still wanted more, the British firm Autodelta (no relation to the legend from Udine...) offered a conversion to 3,750 cc—increasing the bore from the stock 93 mm to 101 mm—boosting power to 328 hp. The absolute pinnacle was the Autodelta version designated the Alfa 147 GTA AM Super, where the aforementioned 3.75-liter engine was fitted with a Rotrex C38 supercharger, peaking at a flat 300 kW, or 400 hp. The top speed of a GTA modified this way was an incredible 288 km/h (280 km/h without the supercharger), with 0–100 km/h in 4.8 seconds (5.0s without). You could say that here, the 300 km/h speedometer finally came into its own… :-).

The Alfa 147 GTA also saw a track-only trophy version called the Cup. Instead of the V6, it was equipped with a 2.0-liter Twin Spark engine tuned to 160 kW.

The chassis of the Alfa 156 GTA, and its 10 cm shortened version in the 147 GTA, was advanced and structurally progressive. The axles are based on the standard 147 but underwent numerous modifications. The upper arm of the front suspension is made of light alloy and is anchored directly to the body via a bushing; the lower arm is cast iron. The front axle geometry and increased stabilizer diameter contribute to more precise handling and limit front-end dive during heavy braking. The rear suspension arms and struts are specially designed exclusively for the GTA version.

A range of assistance systems will watch over and restrain you at the same time. The primary one, cooperating with the advanced ABS, is VDC (Vehicle Dynamic Control), which first appeared in the Alfa 166 sedan. The car is equipped with sensors monitoring lateral and longitudinal acceleration along with steering wheel position, continuously evaluating whether the situation is the driver's intent or vehicle instability, and intervening accordingly. Besides ABS, VDC works with ASR traction control to brake a wheel that lacks traction. This system is the only one that can be deactivated via a button. This raises the question: where is the thin line between driving pleasure and the risk of losing control with fatal consequences? It must be admitted that 250 hp in such a small car, combined with disconnecting all safety systems, could lead to a reduction in the number of roadworthy cars and their owners. Personally, I've experienced situations where I was actually glad some 'supervision' was active...

When driving, you'll notice the limited steering rack—only 1.7 turns from lock to lock instead of 2.1 in standard versions—a tax paid for a large engine in a small engine bay. It's a positive during spirited driving, but quite the opposite when parking. But then again, you don't buy a GTA for the parking experience, do you?

If we are touching upon practicality, it's only right to mention fuel consumption. Although the Alfa 147 GTA is no longer a car you'd drive to work through road salt in winter while racking up tens of thousands of kilometers, the economics of operation will likely interest you. If you drive sensibly, don't redline the engine, and avoid the city, you can maintain consumption around 10 liters. But in that case, perhaps don't buy a GTA. If you drive it like a GTA, expect 13–15 liters per hundred. And naturally, forget about 'distilled' 95-octane petrol. The Busso won't have it. Seek out only high-octane fuels—ideally 100 or 98—and always without bio-components.

Thankfully, the Alfa 147 GTA has moved past the period when it was overlooked. Its demanding maintenance, expensive parts, and high consumption once made it quite neglected, with prices dropping toward the 8,000 Euro mark. In recent years, however, it has been enjoying a well-deserved renaissance. New owners—usually in their 40s or 50s who, like me, dreamed of it 25 years ago—are now giving it the care and attention it deserves. It is moving from used car lots, where it sat in the rain and gravel, into dry garages. The engine is getting the right oil at the right intervals again, and car and owner are once more an inseparable pair. And that is exactly how it should be. After all, only 5,029 units of the 147 GTA were produced (of which 1,004 had the Selespeed gearbox). Many are already lost, most already have new owners, but the selection is still broad and prices are still accessible. If you want a car that gives you as much emotion as the attention you give it, you're in the right place.

Photo: Filip Hron 2025