Alfa Romeo 4C
The Alfa Romeo 4C is a mid-engined, rear-wheel drive sports car. Available in coupé and spider body style, it uses a carbon fiber tub and rear crash box, hybrid rear subframe out of aluminum to keep weight at 895 kg and 1,050 kg in the United States; the 4C is Alfa Romeo's first mass-produced vehicle of the 21st century to re-enter the North American automotive market. Alfa Romeo 4C Concept is a two-seater, rear-wheel drive coupé with technology and materials derived from the Alfa Romeo 8C Competizione, with 1750 turbo petrol engine with direct injection, the "Alfa TCT" twin dry clutch transmission, the Alfa DNA dynamic control selector; the 4C concept version unveiled in the 81st Geneva Motor Show in March 2011, followed by Mille Miglia 2011 parade, Goodwood Festival of Speed 2011, 2011 Frankfurt Motor Show. It was displayed for the first time outside in Concorso d'Eleganza Villa d'Este in 2012. Compared to the production version, it is similar, with the biggest differences being front lights, side vents and mirrors.
The Alfa Romeo 4C Concept was voted the'Most Beautiful Concept Car of the Year' award by the readers of German magazine Auto Bild, won the Auto Bild Design Award 2011. It was awarded the "Design Award for Concept Cars & Prototypes" by referendum of the public in Villa d'Este; the production car was unveiled at the 2013 Geneva Motor Show, followed by 2013 Essen'Techno Classica', Goodwood Festival of Speed 2013, Moscow Raceway, 2013 Frankfurt Motor Show. The bare'4C000' chassis was shown at the 2013 Geneva Motor Show. Ordering of European models began in October 2013 at Alfa Romeo dealerships in Europe; as part of Alfa Romeo 4C launch, Alfa Romeo Style Centre and Compagnia Ducale designed a 4C IFD Bicycle, inspired by the Alfa Romeo 4C coupé. The vehicle went on sale in December 2013 and marketed in Europe and America. Production of 4C began May 2013 at Maserati's plant in Modena, with an expected production of up to 2500 units per year, it will be the first mass-produced Alfa Romeo car for re-entry into the US market.
Production of Alfa Romeo 4C was estimated to be over 1000 units per year, with an upper limit of 3500 units per year, depending on the quantity of carbon fiber chassis that can be built by the supplier Adler Plastic. Within the 3,500-unit quota, 1,000 units of which are earmarked for Europe. Delivery of European Alfa Romeo 4C Launch Edition took place at Balocco Test Centre, with vehicles delivered to Pierluigi De Silvestro, Philippe Walch, Carlos Diniz, Aldo Mariani and Stefano Zanotti; the car was developed by Alfa Romeo. The chassis is composed with aluminium subframes front and rear; the carbon fiber tub is produced by TTA in Airola, as a joint venture between Adler Plastic and Lavorazione Materiali Compositi. The carbon fiber components that make up the chassis are cut using CNC technology; the entire carbon-fiber monocoque chassis of the car weighs a mere 143 lb. Front and rear aluminum subrames combine with the tub, roof reinforcements and engine mounting to comprise the 4C chassis giving the vehicle a total chassis weight of 236 lb and a total vehicle curb weight of just 2,465 lb.
The 4C has a single carbon fiber body, similar to the body of many supercars. The outer body is made of a composite material, 20% lighter than steel; the stability is better than aluminium. The 4C employs double wishbone suspensions at MacPherson struts at the rear; the resultant weight distribution is 62 % on the rear axle. Wheels and tyres have different diameters and widths front and rear: 205/45 R17 front and 235/40 R18 back as standard, with optional 205/40 R18 and 235/35 R19. Both wheel options come equipped with Pirelli P Zero tires; the 4C uses vented disc brakes on all wheels. The car can stop from 100 km/h in 36 meters. To save weight and increase steering feel, the 4C has no power steering, its center of gravity height at just 40 centimetres off the ground is 7 centimetres lower than the Lotus Elise. The 4C uses a new all-aluminium 1.75 L inline 4 cylinder turbocharged engine producing 240 horsepower at 6000 rpm. The engine has been designed for minimum weight; the engine's combined fuel consumption 6.8 L/100 km.
0–62 miles per hour acceleration is achieved in 4.5 seconds and the top speed is 258 km/h, the power-to-weight-ratio being just 0.267 hp/kg. A journalist from Quattroruote car magazine demonstrated how the 4C accelerates from 0–100 kilometres per hour faster than 4.5 seconds. In race mode, with left foot on the brake pedal, if you pull the right shift paddle the engine will rev to 3500 rpm, but if you pull the left paddle the engine will rev to 6000 rpm and 0–100 kilometres per hour time will go down to 4.2 seconds. Italian car magazine Quattroruote published the lap time of 4C around Nurburgring, it lapped the ring in 8:04. The 4C is equipped with a six speed Alfa TCT Dual Dry Clutch Transmission, can be operated via gearshift paddles on the steering wheel, it has an Alfa'DNA' dynamic control selector which controls the behavior of engine, throttle response and gearbox. In addition to the modes seen in Giulietta, the 4C has a new "Race" mode; the 4C Launch Edition was a limited and numbered edition, unveiled at the vehicle's launch at the 2013 Geneva Motor Show.
Darracq and Company London
A Darracq and Company Limited owned a French manufacturer of motor vehicles and aero engines in Suresnes, near Paris. The French enterprise, known at first as A. Darracq et Cie, was founded in 1896 by Alexandre Darracq after he sold his Gladiator Bicycle business. In 1902, it took effect in 1903, he sold his new business to a held English company named A Darracq and Company Limited, taking a substantial shareholding and a directorship himself. Alexandre Darracq continued to run the business from Paris but was obliged to retire to the Côte d'Azur in 1913 following years of difficulties that brought Darracq & Co into hazardous financial circumstances, he had introduced an unproven unorthodox engine in 1911 which proved a complete failure yet he neglected Suresnes' popular conventional products. France entered the first World War, he died in 1931 but long before that, in 1920, the name of A Darracq & Co 1905 was changed to S T D Motors Limited. In 1922 Darracq's name was dropped from all products, the Suresnes business was renamed Automobiles Talbot and the Suresnes products were branded just Talbot.
His Suresnes business was to continue, still under British control, under the name Talbot until 1935 when it was acquired by investors led by the Suresnes factory's managing director, Antonio Lago. S T D Motors Limited known until 1920 as A Darracq and Company Limited became insolvent and was liquidated during 1935 and 1936. Alexandre Darracq, using part of the substantial profit he had made from selling his Gladiator bicycle factory to Adolpe Clément, set up a plant in 1897 in the Paris suburb of Suresnes; the company to own the business was formed in 1897 and named A Darracq et Cie. Production began with a Millet motorcycle powered by a five-cylinder rotary engine, it was supplemented shortly after by an electric brougham. In 1898 Darracq et Cie made a Léon Bollée-designed voiturette tricar; the voiturette proved a débâcle: the steering was problematic, the five-speed belt drive "a masterpiece of bad design", the hot tube ignition crude, proving the £10,000 Darracq et Cie had paid for the design a mistake.
Darracq et Cie produced its first vehicle with an internal combustion engine in 1900. Designed by Ribeyrolles this was a 6.5 hp voiture legére powered by a single-cylinder engine of 785 cc and it featured shaft drive and three speed column gear change. While not as successful as hoped, one hundred were sold. In 1902 Darracq & Co signed a contract with Adam Opel to jointly produce, under licence, vehicles in the German Empire with the brand name "Opel Darracq". Opel soon moved on to building their own vehicles. A Darracq et Cie was sold as of 30 September 1902 to an English company, A Darracq and Company Limited; the attraction for the British venture capitalists was that French automobile technology and industry experience led the world. It was incorporated in England because French law made the necessary flotation processes more difficult than English law; the perception from across the Atlantic in USA was that French industry was "offloading" on British investors. The English financial group was headed by W B Avery of W & T Avery Limited, a Birmingham scales manufacturer, J S Smith-Winby a London lawyer and a retired army officer, Colonel A Rawlinson.
They bought A Darracq et Cie and sold it again to other investors for five times their purchase price. Darracq received less than 50 percent of the shares in the new company. There was no public offering, eight other investors took up the rest of the shares. Further capital was raised and large sums were spent on factory expansion; the Suresnes site was expanded to some four acres in extent, in England extensive premises were bought. The Darracq & Co automobile company prospered, such that, by 1903, four models were offered: a 1.1-litre single, a 1.3 l and 1.9 l twin, a 3.8 l four. The 1904 models abandoned flitch-plated wood chassis for pressed steel, the new Flying Fifteen, powered by a 3-litre four, had its chassis made from a single sheet of steel; this car was Alexandre Darracq's chef d'oeuvre. There was nothing outstanding in its design but "every part was in such perfect balance and harmony" it became an outstanding model, its exceptional quality helped the company capture a ten percent share of the French auto market.
In late 1904 the chairman reported sales were up by 20 per cent though increased costs meant the profit had risen more slowly. But what was more important was they had many more orders than they could fill and the only solution was to enlarge the factory by as much as 50 per cent. 75 per cent of 1904 output was exported. At the following Annual meeting, twelve months the chairman was able to tell shareholders all the six speed records of the automobile world were held by Darracq cars and they had all been held more than twelve months and yet another had been added by K Lee Guinness, he reported that during 1905 a large property had been bought in Lambeth for examining adjusting and stocking new cars ready for the peak sales period. An announcement followed two days of a scheme of reconstitution of the company to raise more capital for further expansion; the reconstituted company was named Company Limited. Paris resident Alexander Darracq remained managing director, Rawlinson was appointed managing director of the London branch.
The "reconstitution" was to circumvent some holders of the company's shares who were unwilling to share the prosperity and blocked proposed new issues. So the company was sold, they were obliged to buy new shares like anyone else. J S Smith-Winby continued as chairman. After this "reconstitution" over 80 per cent of the shares were held in England. Meanwhile th
Alfa Romeo Giulia
Alfa Romeo Giulia is the name of three not directly related models by the Italian car manufacturer Alfa Romeo. The first is a line of sporty four-door compact executive cars produced from 1962 to 1978, the second is an updated up-engined Spider and Sprint Speciale Giuliettas, the third Giulia is a compact executive car unveiled in 2015. Alfa Romeo was one of the first mainstream manufacturers to put a powerful engine in a light-weight 1 tonne four-door car for mass production; the Type 105 Giulia was equipped with a light alloy twin overhead camshaft four-cylinder engine similar to that of the earlier Giulietta range, available in 1.3-litre and 1.6-litre versions. Various configurations of carburetors and tuning produced power outputs from about 80 to about 110 bhp, coupled in most cases to 5-speed manual transmission. Giulia sedans were noted for lively handling and impressive acceleration among small European four-door sedans of their era considering modest engine sizes offered; the popular Super version with the twin carburettor 1.6 litre engine had a top speed of 170 km/h and accelerated from 0 to 100 km/h in about 12 seconds, better than many sports cars of the late 1960s and early 1970s.
When leaving the factory all variations of the Giulia fitted either Pirelli Cinturato 165HR14 tyres or Pirelli Cinturato 155HR15 tyres. The styling of the boxy four-door notchback saloon was somewhat wanting; the engine bay and boot were all square shaped, buffered somewhat by details on the grill, roofline and boot. Use of a wind tunnel during development led to a aerodynamic shape that produced a drag coefficient of Cd=0.34 low for a saloon of the era. The Giulia Spider was succeeded by the Alfa Romeo Spider in 1966. Note: chassis and engine type numbers displayed in italic for each model are sourced from Fusi 1978, pages 841–848. Tipo: 105.14, 105.08, 105.09. Engine: 00514. Unveiled on 27 June 1962 at the Autodromo Nazionale Monza, the Alfa Romeo Giulia TI was the first of the Giulia family of cars to be introduced, its 1,570 cc Alfa Romeo Twin Cam engine was fitted with a single Solex 33 PAIA 7 twin-choke down-draft carburettor, produced 92 DIN-rated PS or 106 SAE-rated PS at 6,200 rpm. The "TI" nomenclature referred to a class of Italian saloon car racing known as "Turismo Internazionale", had been applied to higher-performance versions of the 1900 and Giulietta saloons in the 1950s.
However, for the Giulia saloon, the TI was at first the only version available, with the introduction of the TI Super and Super, the TI became the base version in the 1.6-litre engine class. A distinguishing feature of the original Giulia were drum brakes on all corners, the front ones of the three-shoe type like on late Giuliettas; the car was marketed as a six-seater, thanks to a standard column-mounted shifter and a split bench front seat—though Italian car magazine Quattroruote found it rather a comfortable four-seater. Other notable interior features of the early models were mottled cloth and vinyl upholstery, a grey, trapezoid instrument panel including a strip speedometer, a black steering wheel with two ivory-coloured spokes and a chrome half horn ring. In May 1964 a floor shifter became available, to be ordered in conjunction with the newly introduced separate front seats. Around the same time a right hand drive model variant entered production, with floor shifter only. In February 1966 several changes were made.
The floor shifter became standard. From outside these TIs can be recognized by L-shaped chrome strips around the tail lights which supplanted the previous C-shaped ones. Production of the Giulia TI ceased during 1967. Tipo: 105.16. Engine: 00516; the Alfa Romeo Giulia TI Super was a special road-going sports model produced in limited numbers, fitted with a more powerful engine and a number of weight saving components, intended for racing use. It was introduced to the press at the Monza race track on 24 April 1963. In total only 501 were made, 178 in 1963 and 323 1964. On 2 May 1964 the TI Super received international FIA and Italian CSAI homologation for racing, was extensively campaigned in the European Touring Car Challenge. Today the Giulia TI Super is rare and considered desirable by collectors; the TI Super's 1,570 cc engine was the same installed on the Giulia Sprint Speciale coupé—though bearing a different type code. It was fitted with two twin-choke horizontal Weber 45 DCOE 14 carburettors and, as on the Sprint Speciale, produced 112 DIN-rated PS or 129 SAE-rated PS at 6,500 rpm, pushing top speed to over 185 km/h.
Dry weight was 910 kilograms compared to 1,000 kg of the standard Giulia TI. Parts contributing to the weight reduction were mesh grilles replacing the inner pair of head lamps, bumpers without overriders, fixed front quarter windows, Plexiglas rear windows, magnesium alloy wheels with hubcaps similar in appearance to the standard steel wheels of the TI. Braking was by discs all around. Cars built from August 1964 used the bodyshell of the TI with mounting points for the brake servo, but wer
Alfa Romeo RL
The Alfa Romeo RL was produced between 1922-1927. It was Alfa's first sport model after World War I; the car was designed in 1921 by Giuseppe Merosi. It had a straight-6 engine with overhead valves. Three different versions were made: Normale and Sport. RL total production was 2640; the RLTF was the race version of RL - it weighed half of normal versions, the engine had seven main bearings instead of four and double carburetors. In 1923 Alfa's race team had drivers like Ugo Sivocci, Antonio Ascari, Giulio Masetti and Enzo Ferrari. Sivocci's car had green cloverleaf symbol on white background and when he won Targa Florio 1923, that symbol was to become the Alfa team's good luck token. In 1927, 2 different RLSS were entered in the first Mille Miglia, but both dropped out after leading the race. A 1925 RLSS version with rare, original bodywork by Thornton Engineering Company in Bradford, UK, is on permanent display in the Brooklands exhibit at the Simeone Foundation Automotive Museum in Philadelphia, PA, USA.
It is one of only 9 RLSS still in existence
Andrea de Adamich
Andrea Lodovico de Adamich is a former racing driver from Italy. He participated in 34 World Championship Formula One Grands Prix, making his début on 1 January 1968, he scored a total of six championship points. He participated in numerous non-championship Formula One races. De Adamich was born in Trieste, but the family originated from Rijeka where his ancestor Andrea Lodovico de Adamich had been the wealthiest and most powerful merchant. Andrea de Adamich was an accomplished saloon and sport-car racer who performed solidly when asked to race in F1 where he was one of the few drivers to have worn glasses to race, he won the 1966 European Touring Car Championship at the start of a long relationship with Alfa Romeo and made his GP debut in the 1968 South African race when his Ferrari spun off on oil. In the season he won the South American Temporada F2 Championship in Argentina with Ferrari but was not retained by the Italian team and he returned to the Alfa Romeo fold as they entered F1 supplying engines to a third works McLaren.
De Adamich only finished once in 1970 in the McLaren-Alfa and the following year was no more successful when the Alfa engine deal switched to March. In 1972 De Adamich finished fourth in the Spanish GP at Jarama. In 1973 he repeated that placing in the Belgian GP at Zolder in a sponsored Brabham but was unable to complete the season due to injuries sustained in a multiple-car pile-up at the British GP. De Adamich retired the following year and became a respected motor sport journalist and TV pundit in his native Italy. From 1978 through 2012 he hosted the TV sport program Grand Prix on Italia 1, he is the vice-president of N. Technology which prepares race cars for Alfa Romeo. Croats of Italy Profile on Historic Racing
Autodromo Nazionale Monza
The Autodromo Nazionale Monza is a historic race track located near the city of Monza, north of Milan, in Italy. Built in 1922, it is the world's third purpose-built motor racing circuit after those of Brooklands and Indianapolis; the circuit's biggest event is the Formula One Italian Grand Prix. With the exception of 1980, the race has been hosted there since the series's inception. Built in the Royal Villa of Monza park in a woodland setting, the site has three tracks – the 5.793-kilometre Grand Prix track, the 2.405-kilometre Junior track, a 4.250-kilometre high speed oval track with steep bankings, unused for many decades and is now decaying. The major features of the main Grand Prix track include the Curva Grande, the Curva di Lesmo, the Variante Ascari and the Curva Parabolica; the high speed curve, Curva Grande, is located after the Variante del Rettifilo, located at the end of the front straight or Rettifilo Tribune, is taken flat out by Formula One cars. Drivers are on full throttle for most of the lap due to its long straights and fast corners, is the scenario in which the open-wheeled Formula One cars show the raw speed of which they are capable: 372 kilometres per hour during the mid-2000s V10 engine formula, although in 2012 with the 2.4L V8 engines, top speeds in Formula One reached over 340 kilometres per hour.
The circuit is flat, but has a gradual gradient from the second Lesmos to the Variante Ascari. Due to the low aerodynamic profile needed, with its resulting low downforce, the grip is low. Since both maximum power and minimal drag are keys for speed on the straights, only competitors with enough power or aerodynamic efficiency at their disposal are able to challenge for the top places. In addition to Formula One, the circuit hosted the 1000 km Monza, endurance sports car race held as part of the World Sportscar Championship and the Le Mans Series. Monza featured the unique Race of Two Worlds events, which attempted to run Formula One and USAC National Championship cars against each other; the racetrack previously held rounds of the Grand Prix motorcycle racing, World Touring Car Championship, TCR International Series, Superbike World Championship, Formula Renault 3.5 Series and Auto GP. Monza hosts rounds of the Blancpain GT Series Endurance Cup, International GT Open and Euroformula Open Championship, as well as various local championships such as the TCR Italian Series, Italian GT Championship, Porsche Carrera Cup Italia and Italian F4 Championship.
The Monza circuit has been the site of many fatal accidents in the early years of the Formula One world championship, has claimed the lives of 52 drivers and 35 spectators. Track modifications have continuously occurred, to improve spectator safety and reduce curve speeds, but it is still criticised by the current drivers for its lack of run-off areas, most notoriously at the chicane that cuts the Variante della Roggia; the first track was built from May to July 1922 by 3,500 workers, financed by the Milan Automobile Club – which created the Società Incremento Automobilismo e Sport to run the track. The initial form was a 3.4 square kilometres site with 10 kilometres of macadamised road – comprising a 4.5 kilometres loop track, a 5.5 kilometres road track. The track was opened on 3 September 1922, with the maiden race the second Italian Grand Prix held on 10 September 1922. In 1928, the most serious Italian racing accident to date ended in the death of driver Emilio Materassi and 27 spectators at that year's Grand Prix.
The accident led to further Grand Prix races confinement to the high-speed loop until 1932. The 1933 race was marked by the deaths of three drivers and the Grand Prix layout was changed, with two chicanes added and the longer straights removed. There was major rebuilding in 1938–39, constructing new stands and entrances, resurfacing the track, moving portions of the track and adding two new bends; the resulting layout gave a Grand Prix lap of 6.300 kilometres, in use until 1954. The outbreak of World War II meant racing at the track was suspended until 1948 and parts of the circuit degraded due to the lack of maintenance. Monza was renovated over a period of two months at the beginning of 1948 and a Grand Prix was held on 17 October 1948. In 1954, work began to revamp the circuit, resulting in a 5.750 kilometres course, a new 4.250 kilometres high-speed oval with banked sopraelevata curves. The two circuits could be combined to re-create the former 10 kilometres long circuit, with cars running parallel on the main straight.
The track infrastructure was updated and improved to better accommodate the teams and spectators. The Automobile Club of Italy held 500-mile Race of Two Worlds exhibition competitions, intended to pit United States Auto Club IndyCars against European Formula One and sports cars; the races were held on the oval at the end of June in 1957 and 1958, with three 63 lap 267.67 kilometres heat races each year, races which colloquially became known as the Monzanapolis series. Concerns were raised among the European drivers that flat-out racing on the banking would be too dangerous, so only Ecurie Ecosse and Maserati represented European racing at the
Alfa Romeo Arna
The Alfa Romeo Arna is a hatchback produced by the Italian manufacturer Alfa Romeo Nissan Autoveicoli S.p. A. between 1983 and 1987. The company was founded on 9 October 1980, as a 50:50 joint venture between the Italian Alfa Romeo S.p. A. and the Japanese Nissan Motor Company. On October 9, 1980, Takashi Ishihara of Nissan and Alfa Romeo President Ettore Massacesi signed a memorandum in Tokyo for increased cooperation between their two firms, revealed their intent to create a joint production venture called AR. N. A. S.p. A.. Italian Prime Minister Francesco Cossiga endorsed the deal, despite political and auto industry opposition, because he hoped to bolster the fortunes of the state owned manufacturer, which had a cult following but was losing money; the immediate priority of Alfa management, including Massacesi and managing director Corrado Innocenti was to field a competitor in the lucrative family hatchback market sector where the compact Volkswagen Golf and Lancia Delta were proving successful, they hoped an alliance with Nissan would bring a competitive model to market quicker and more cheaply.
During that period, European countries were engaging in protectionism to guard their domestic car industries, with France banning the import of Japanese made vehicles. Working with Alfa Romeo, who controlled a respectable amount of European auto sales at the time was seen as a good hedge for Nissan and a chance to establish a foothold in the European market. For the joint venture, a new plant was constructed near Naples; the body panels of the car were constructed in Japan by Nissan shipped to Italy for final assembly. Nissan and Alfa Romeo engaged in a commercial cabover truck, called the Romeo and rebadged as the Nissan Trade for a short time; the product of the relationship was launched at the 1983 Frankfurt Motor Show. The Arna was based on the N12 series Nissan Pulsar / Nissan Cherry but featured Alfa Romeo engines carried over from the Alfasud, as well as an Alfa transmission, front brakes and front suspension, it did however use rear brakes from Nissan. The Arna was briefly marketed as the Nissan Cherry Europe in the United Kingdom and Spain.
Italian built cars badged as Nissan Cherry Europe can be identified by their rear lighting clusters, which match those of the Arna rather than the Japanese built Cherry. Although no variants of the Italian built Arna were sold in Japan, a domestic version of the N12 Nissan Pulsar, labelled the Nissan Pulsar Milano X1, made use of the Alfa Romeo connection in its publicity and was fitted with the same black and green interior as the Arna Ti or Cherry Europe GTi; the model was N12 based and featured the usual transversely mounted Nissan E engine. While British Leyland and Honda had a limited partnership in the United Kingdom at that time, the Nissan and Alfa Romeo alliance was the first of its kind between a European and Japanese automaker with joint investment into manufacturing and development, it was feared by the European Economic Community and Alfa's future parent Fiat, that the success of this partnership would be a Trojan horse for Japanese automakers to unfairly compete in Europe and decimate the European automotive manufacturing industry.
However, such fears were allayed upon the Arna's release when it became obvious that the Arna exhibited the worst qualities of each of its parents. The Arna featured tempestuous mechanicals and indifferent build quality courtesy of Alfa Romeo, married to a Nissan body of questionable build and frumpy, box like styling, with insipid handling common to Japanese cars of the time; this mismatch of technical strengths served to kill the sales of the Arna rapidly. As the car gained a reputation for poor build quality and questionable reliability, sales of the Nissan badged Cherry Europe sister car nosedived, as loyal Nissan customers shunned it in favour of the "genuine" Japanese built Cherry instead. By 1986, Alfa Romeo's parent company, the Italian government owned Istituto per la Ricostruzione Industriale was suffering from heavy losses, IRI president Romano Prodi put Alfa Romeo up for sale, with Fiat emerging as the new owner of Alfa. Fiat's first decision was to cease Arna production owing to its poor reputation and poor sales, to terminate the unsuccessful Alfa Romeo Nissan alliance.
Production ceased in 1987, with Fiat intending to strengthen the competitiveness of the Alfa Romeo 33 as Alfa's entry in that segment. By this time, Nissan had set up a European operation of its own at Nissan Motor Manufacturing UK in Sunderland, which became hugely successful; the Arna was sold as a three door L and a five door SL, was fitted with the Alfasud 1.2 boxer engine. In 1984, a three door TI version, with an 86 PS 1.3 litre boxer four engine, was introduced, capable of reaching a top speed of 170 km/h. In November 1984 came a more powerful 1.2 engine in the same trim configurations with 68 PS, while there were no external differences there were light alterations to the interior. There were some TI trim cars built with 1.5 litre engines, sold as the Nissan Cherry Europe GTI. The more powerful 1.5 TI/Cherry GTI had a top speed of 175 km/h. The TI version was discontinued halfway through 1986. Source: In June 2000, it was reported that only 34 Alfa Romeo Arnas were still registered with the Driver and Vehicle Licens