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AR613705
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55 Posts
Ersatzs2 All good points. Not sure this car is good barometer of GTA market. It was very rough. I came across this one when it was for sale in Japan some time ago and passed. Also agree with Fred re BaT isn’t the best venue to sell a GTA. My sense is with <500 made , high quality cars are both fun to drive and will be sought after over time. There is a market, but it’s not as broad as others and as such it’s not all on BaT. Call me a trailing edge of “aging out“, but I bought mine for the reasons you outlined, design, historical context , it‘s rare, and above all it it brings me joy to drive it.
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26 Posts
I will repost a writeup I did last year that expresses my puzzlement here - the TL;DR is that I would think GTA pricing should be 5-10x GTV pricing, given the relative rarity and specialness, but we start to see nicely restored GTVs bring $80-$100k fairly regularly, and GTA pricing not reflect this premium (current premium seems more 2-fold). There were ~95,900 GTVs of various variants, and less than 1,000 total GTAs.
I feel a sense of puzzlement about the relative value of GTV prices versus GTA prices and trends for both. GTV prices are really all over the place, and there are more transactions to look at, which is of course not surprising given the much higher total production history of all variants. But, the really good steel-bodied cars have been seemingly increasing in price of late if we consider various sources (BAT, auction reports, etc.). Also some mistaken data points in the higher ones listed here, but if you look at 105/115 Series Coupe, the plot has a tendency to have higher lows and higher highs excluding the mistaken included GTA data points, and if one does linear regression by year. I don't discount Hagerty's numbers entirely, they are only a data point, but obviously what people insure cars for is not necessarily fully accurate as a representation of market value.
If we leave out GTA, GTC, and perhaps GT junior production numbers, I have seen production estimates like the following by group (a good summary of estimated production numbers on the AlfaBB is at https://www.alfabb.com/threads/gtv-production-years.2251/):
Sprint GT (1963-1966) - 18,500 units
Sprint GT Veloce (1965-1968) - 12,100 units
1750 GTV (1967-1972) - 36,200 units
2000 GTV (1971-1976) - 26,100 units
Total (non-GTC/non-GTA/GTAjr/GTAm/non-GTjr) - 95,900 units
The GTA variants were very special cars in comparison to the steel bodied variants, based on many factors, and let's estimate from these numbers above that production of steel versus aluminum-bodied cars is in the range of 100-fold greater, not quite twice that if we include steel-bodied GTjr models. I'm not sure of the parallels here, but it is very difficult for me to understand a 2-4 fold difference in pricing for a #1 or #2 condition car GTA versus steel bodied car relative to a 100-200 fold difference in total production numbers. Again, respecting that racing history, etc., certainly brings a premium, and also respecting that something is rare is also not instantly more valuable. But having driven a 1971 1750 GTV for ~20 years, and then the 1300 GTA for a couple of years, it is clear to me that the GTA is really special even in stradale form.
I feel a sense of puzzlement about the relative value of GTV prices versus GTA prices and trends for both. GTV prices are really all over the place, and there are more transactions to look at, which is of course not surprising given the much higher total production history of all variants. But, the really good steel-bodied cars have been seemingly increasing in price of late if we consider various sources (BAT, auction reports, etc.). Also some mistaken data points in the higher ones listed here, but if you look at 105/115 Series Coupe, the plot has a tendency to have higher lows and higher highs excluding the mistaken included GTA data points, and if one does linear regression by year. I don't discount Hagerty's numbers entirely, they are only a data point, but obviously what people insure cars for is not necessarily fully accurate as a representation of market value.
If we leave out GTA, GTC, and perhaps GT junior production numbers, I have seen production estimates like the following by group (a good summary of estimated production numbers on the AlfaBB is at https://www.alfabb.com/threads/gtv-production-years.2251/):
Sprint GT (1963-1966) - 18,500 units
Sprint GT Veloce (1965-1968) - 12,100 units
1750 GTV (1967-1972) - 36,200 units
2000 GTV (1971-1976) - 26,100 units
Total (non-GTC/non-GTA/GTAjr/GTAm/non-GTjr) - 95,900 units
The GTA variants were very special cars in comparison to the steel bodied variants, based on many factors, and let's estimate from these numbers above that production of steel versus aluminum-bodied cars is in the range of 100-fold greater, not quite twice that if we include steel-bodied GTjr models. I'm not sure of the parallels here, but it is very difficult for me to understand a 2-4 fold difference in pricing for a #1 or #2 condition car GTA versus steel bodied car relative to a 100-200 fold difference in total production numbers. Again, respecting that racing history, etc., certainly brings a premium, and also respecting that something is rare is also not instantly more valuable. But having driven a 1971 1750 GTV for ~20 years, and then the 1300 GTA for a couple of years, it is clear to me that the GTA is really special even in stradale form.
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60 Posts
Thanks for re-posting that Joseph, I missed it earlier, and it certainly confirms and expands on my own sentiments. Based on the historical fundamentals of 'what makes a car important,' the GTA should be valued with other elite 'homologation specials' such as the '70's era 911RS which has been a million dollar car for many years now. Yes this car had a lot of needs, but the GTA that Gooding sold last summer at Monterey was very good, if not quite a benchmark car, and brought only $340K IIRC at the year's most well attended and knowledgeable venues.
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9,212 Posts
LHD GTA 613705 is on offer at Symbolic
![Image]()
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658 Posts
Andrew, for a skilled metal guy, and there are many in your area, that would not be a challenge. It does seem that the " while I am at it" progression is a challenge. Repaired flares or not, the fun factor would remain the same, and you have a car with unique features. Just saying.
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658 Posts
My feeling these days is that car guys miss opportunities due to their picture of the ideal situation. The process of getting something to where you want it over time can be fun and) or challenging because there is always something you want to change or fix. Redoing flares having some primer spots or blended in paint is not so bad, and you have a real GTA. I would rather have a beat up GTA, than a clean clone GT. Paint and flares do not make it fast nor more fun. It is when you get to drill all the holes in the panels to get it super light and super fast when the fun begins
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30,146 Posts
I would buy almost any GTA at the right price, including a balled up pile of aluminum. I'm sorry I didn't get the white one on BaT last month, but it was my first bid. I looked at a Jr in Boston at the same time, it had its issues but seemed to be for-real what it purported to be. Alas, we were too far apart on price.
In time I may go look at this car, we'll see.
Andrew
In time I may go look at this car, we'll see.
Andrew
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9,212 Posts
Just get the metal work done And blend the paint. I like the homologated rear small rear fenders.
Ken
But they look so f'ing cool when riveted on
Pete
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3,279 Posts
I am curious, were the door glass mechanisms made out of ally on all GTA's?
If have seen them on a GTA, yet an interesting feature, unless they were all standard.
If not standard, it ought to be a strong selling point to have the door panels removed.
If have seen them on a GTA, yet an interesting feature, unless they were all standard.
If not standard, it ought to be a strong selling point to have the door panels removed.
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