Why My 1969 Alfa Romeo 1750 Spider is the Ferrari Alternative You Didn’t Know You Needed
Returning from the Copperstate 1000 Rally—an epic 1,000-mile Arizona road rally where I found myself surrounded by cars worth ten, twenty, even thirty times more than mine—I felt something a little unexpected: pride. Not just pride in having completed the journey, but in how my car held its own. That car? A 1969 Alfa Romeo 1750 Spider Veloce, finished in a rare U.S.-nicknamed “Apple Green” (the correct Italian color name is Verde Muschio), with a 5-speed manual, matching black interior, and the kind of pedigree and personality you can’t engineer anymore.
A Car Worth Smiling Ear-to-Ear About
The license plate says it all—Ear2Ear—and I meant it literally. Whether I was chasing a Ferrari Daytona down long desert stretches or carving through mountain curves at elevation, the Alfa never missed a beat. The smile never faded.
This Spider is a one-year-only gem, often misunderstood but never unloved by those who know what it is. Designed by Battista “Pinin” Farina himself—his last personal design before retiring—the Duetto’s signature boat tail rear end stirred controversy in its day for being too feminine. But like so many great designs, time has vindicated it. It’s now celebrated as one of the most graceful automotive silhouettes ever penned.
The Rare and Refined 1750 Spider
My 1969 model is not just rare—it’s a turning point in Alfa Romeo history. It replaced the carbureted 1600 Duetto with a more powerful and sophisticated 1750 engine and a groundbreaking mechanical fuel injection system called SPICA (short for Società Pompe Iniezione Cassani & Affini). Introduced primarily for U.S. emissions compliance, the SPICA was arguably decades ahead of its time. Unlike Weber carburetors that needed constant fiddling and tuning for altitude, the SPICA system used a barometric pressure compensator, coolant temperature sensor, and other mechanical wizardry to self-adjust.
Originally developed for diesel engines, SPICA was adapted by Alfa Romeo to give the 1750 both refinement and performance. It’s often misunderstood—even feared—by mechanics unfamiliar with it, but when properly set up, it offers crisp throttle response, good fuel economy, and excellent drivability across a wide range of conditions. And it sings when the revs climb.
What Makes This One Special?
This Alfa’s 1.8L inline-4 has been rebuilt and lightly warmed over with high-compression pistons and a Colombo & Bariani performance camshaft (11.1mm intake / 10.5mm exhaust lift). A free-flowing Alfaholics exhaust system, a 123 Ignition system with custom advance curve, and proper dyno tuning round out the mechanical enhancements. The rev limiter is set at 6,750 RPM, though power seems to keep climbing past 6,200, and I have no doubt it could happily rev to 7,000 if I let it.
Stock horsepower was approximately 132 HP at 6,000 RPM with 137 lb-ft of torque. My setup is estimated at around 155 HP and 140 lb-ft, with the power band really coming alive above 4,000 RPM.
It rides on 15-inch GTA-style wheels wrapped in 195/60R15 Michelin Primacy tires—correct looking but modern in performance. The original 14-inch wheels were attractive, but I prefer the added grip and confidence the wider stance offers.
How It Stacks Up Against Rivals
| Car | Price New (1969) | 0–60 mph | Top Speed | Weight |
|---|---|---|---|---|
| Alfa Romeo 1750 Spider | ~$4,000 | ~9.0 sec (**7.9 sec modified**) | 120 mph (**125+ mph estimated**) | ~2,200 lbs |
| Jaguar E-Type 4.2L | ~$5,600 | ~7.0 sec | 140 mph | ~2,900 lbs |
| Ferrari 330 GTC | ~$14,000 | ~6.4 sec | 150 mph | ~3,000 lbs |
| Porsche 912 | ~$4,700 | ~11.0 sec | 115 mph | ~2,300 lbs |
| Triumph TR6 | ~$3,300 | ~10.0 sec | 110 mph | ~2,200 lbs |
| Fiat 124 Spider | ~$3,100 | ~12.0 sec | 105 mph | ~2,100 lbs |
Road Manners, Reliability, and Rally Cred
The Alfa was composed and surprisingly quiet over rough pavement. Its steering was light but precise, its brakes firm and reassuring (even with the factory brake booster removed—yes, this one’s running manual brakes and doesn’t miss a step). The car ran cool, revved freely, and despite some brief stalls early in the trip (cured by spark plug swaps and minor adjustments), it was one of the most drama-free classics on the event. I kept up with Ferraris, E-Types, and early 911s all week—often leading the pack.
Wind didn’t move it, temperature didn’t bother it, altitude didn’t choke it. From stoplights to 100+ mph blasts across the desert, the Alfa just asked for more.
A Love Story, Not a Supercar
Could I have done the Copperstate in a Ferrari? Sure. Would I have enjoyed it more? Doubtful. There’s something magical about a small-displacement car that punches above its weight, that sings at 6,000 RPM, that rewards finesse over brute force.
If a car can reflect a personality—joyful, rev-happy, just the right amount of different—then this Alfa is mine. A light, eager, soulful machine that never pretends to be more than it is, and yet somehow becomes more than the sum of its parts.
I’ve driven a lot of cars. I’ve owned a few special ones. But this? This one is love.
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We here at Ingram Enterprises are grateful to Scott Jordan for sharing this story with us. You can see more images as well as videos of his Copperstate 1000 Rally experience and connect with Scott on Facebook