The GTV6 was built on the Type 116 platform shared with the Alfetta saloon, retaining the car's defining transaxle layout — the clutch, gearbox, and differential were packaged at the rear axle, producing near-50/50 weight balance and a low polar moment of inertia. The suspension used double wishbones and torsion bars at the front with a De Dion tube at the rear, a configuration praised for its precise handling balance.
The coupe body was styled by Giorgetto Giugiaro at Italdesign and introduced on the Alfetta GT in 1974. For the GTV6 update in 1980, the exterior was revised with new one-piece taillights, grey plastic bumpers, C-pillar vents, side skirts, and matte-black trim replacing chrome brightwork. The bonnet gained a prominent power bulge to clear the intake plenum of the V6 engine.
The defining feature of the GTV6 was its 2.5-litre single-overhead-cam V6, sourced from the Alfa Romeo Alfa 6 luxury saloon. In road form, the engine used Bosch L-Jetronic fuel injection in place of the carburettors fitted to the Alfa 6, making it far easier to start and maintain. The injection system also allowed the V6 to meet the strict emissions standards adopted by Switzerland and Sweden in 1983. Motoring press, which had criticised the carburetted V6 in the Alfa 6, gave the injected GTV6 unit strongly positive reviews.
A 2-litre four-cylinder GTV 2.0 continued alongside the GTV6 in the range, using the same Type 116 body.
The GTV6's competition record is exceptional for a production-based touring car. Driven by factory-backed and privateer teams running under Group A regulations, the car won the European Touring Car Championship (ETCC) four years in succession from 1982 to 1985. It also claimed the British Touring Car Championship in 1983, driven by Andy Rouse. French driver Yves Loubet won the French Supertouring Championship in 1983 and 1984 in a Group A GTV6.
In rallying, the GTV6 proved competitive well into the Group B era. Loubet placed third overall in the 1986 Tour de Corse — a round of the World Rally Championship — finishing behind the four-wheel-drive Group B cars while winning the Group A category. Greg Carr and Fred Gocentas drove a GTV6 to victory in the 1987 Australian Rally Championship.
Racing preparation was handled largely by Autodelta, Alfa Romeo's specialist competition arm. The Type 116 chassis had been developed for circuit racing since its first appearance at the 1974 San Martino di Castrozza rally.
A 3.0-litre version of the V6 was developed for racing homologation, primarily in South Africa. The GTV6 3.0 displaced 2,934 cc with bore and stroke both increased to 93 mm, producing approximately 184 horsepower. Six Dell'Orto carburettors replaced fuel injection, prioritising torque over peak output. Only 200 examples were required for homologation; 212 were ultimately assembled in South Africa. The 3.0 debuted with a class win in a two-hour race at Kyalami in 1983.
A GTV6 3.0 with a Garrett turbocharger and NACA duct was also produced for the South African market, estimated at 750 units before local Alfa production closed in 1986.
In the United States, Callaway Cars produced between 30 and 36 twin-turbocharged GTV6s from 1983 to 1986, known as the Callaway C3. The twin-turbo installation raised output to 230 horsepower at 5,500 rpm and 245 lb-ft of torque, a fifty-percent gain over stock. Callaway cars also featured revised suspension, improved brakes, and conventionally sized alloy wheels in place of the metric Michelin TRX combination.
Two US-market limited editions stand out: the Balocco (1982, 350 units, red only) and the Maratona (150 units, silver only with aerodynamic bodykit and Speedline wheels).
Production of the GTV6 ended in 1986. Alfa Romeo's Group A racing efforts shifted to the 75/Milano saloon, which shared the same rear transaxle platform. The GTV6 nonetheless completed its final racing season strongly, with Loubet's Tour de Corse result coming after the road car had left production.
The GTV6 is remembered as one of the defining touring car racers of the early 1980s, a period in which relatively accessible production-based machinery competed under Group A rules. Its four consecutive ETCC titles represent the most successful run by any manufacturer in the championship's history to that point, and the car's transaxle architecture continued to influence Alfa Romeo's product strategy through the 75 and 155 generations.
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