Alfa Romeo 8C
The Alfa Romeo 8C was a range of Alfa Romeo road and sports cars of the 1930s. In 2004 Alfa Romeo revived the 8C name for a V8-engined concept car which made it into production for 2007, the 8C Competizione; the 8C designates 8 cylinders, a straight 8-cylinder engine. The Vittorio Jano designed 8C was Alfa Romeo's primary racing engine from its introduction in 1931 to its retirement in 1939. In addition to the two-seater sports cars it was used in the world's first genuine single-seat Grand Prix racing car, the Monoposto'Tipo B' - P3 from 1932 onwards. In its development it powered such vehicles as the twin-engined 1935 6.3-litre Bimotore, the 1935 3.8-litre Monoposto 8C 35 Type C, the Alfa Romeo 8C 2900B Mille Miglia Roadster. It powered top-of-the-range coach-built production models, including a Touring Spider and Touring Berlinetta. In 1924, Vittorio Jano created his first straight-eight-cylinder engine for Alfa Romeo, the 1987 cc P2, with common crankcase and four plated-steel two-cylinder blocks, which won the first World Championship in 1925.
Although it was a straight-8, the 8C designation was not used. The 8C engine, first entered at the 1931 Mille Miglia road race through Italy, had a common crankcase, now with two alloy four-cylinder blocks, which incorporated the heads; the bore and stroke, were the same as the 6C 1750. There was no separate head, no head gasket to fail, but this made valve maintenance more difficult. A central gear tower drove the overhead camshafts and ancillaries; as far as production cars are concerned, the 8C engine powered two models, the 8C 2300 and the more rare and expensive 8C 2900, bore increased to 68 mm and stroke to 100 mm. At the same time, since racing cars were no longer required to carry a mechanic, Alfa Romeo built the first single seater race car; as a first attempt, the 1931 Monoposto Tipo A used a pair of 6-cylinder engines fitted side by side in the chassis. As the resulting car was too heavy and complex, Jano designed a more suitable and successful racer called Monoposto Tipo B for the 1932 Grand Prix season.
The Tipo B proved itself the winning car of its era, winning straight from its first outing at the 1932 Italian Grand Prix, was powered with an enlarged version of the 8C engine now at 2,665 cc, fed through a pair of superchargers instead of a single one. Alfa Romeo announced that the 8C was not to be sold to private owners, but by autumn 1931 Alfa sold it as a rolling chassis in Lungo or Corto form with prices starting at over £1000; the chassis were fitted with bodies from a selection of Italian coach-builders such as Zagato, Carrozzeria Touring, Carrozzeria Castagna, Carrozzeria Pinin Farina and Brianza though Alfa Romeo did make bodies. Some chassis were clothed by coach-builders such as Graber and Tuscher of Switzerland and Figoni of France. Alfa Romeo had a practice of rebodying cars for clients, some racing vehicles were sold rebodied as road vehicles; some of the famous first owners include Baroness Maud Thyssen of the Thyssen family, the owner of the aircraft and now scooter company Piaggio Andrea Piaggio, Raymond Sommer, Tazio Nuvolari.
The first model was the 1931'8C 2300', a reference to the car's 2.3 L engine designed as a racing car, but produced in 188 units for road use. While the racing version of the 8C 2300 Spider, driven by Tazio Nuvolari won the 1931 and 1932 Targa Florio race in Sicily, the 1931 Italian Grand Prix victory at Monza gave the "Monza" name to the twin seater GP car, a shortened version of the Spider; the Alfa Romeo factory added the name of events won to the name of a car.'8C 2300 tipo Le Mans' was the sport version of the'8C 2300' and it had a successful debut in the 1931 Eireann Cup driven by Henry Birkin. It won the 24 Hours of Le Mans in 1931; the 8C 2300 Le Mans model on display at the Museo Alfa Romeo was bought by Sir Henry Birkin in 1931 for competition use, but it is not the car in which Birkin and Howe won the 1931 Le Mans 24 hours. A 1933 8C 2300 Le Mans, chassis #2311201, is part of the permanent collection at the Simeone Foundation Automotive Museum in Philadelphia, PA, US; the car was owned by Lord Howe who campaigned it in the 24 Hours of Le Mans in 1934 as well as in 1935 when it set the fastest lap before retiring.
In 1933 the supercharged dual overhead cam straight-8 engine, enlarged to 2.6 litres for the Tipo B, was fitted to the Scuderia Ferrari 8C Monzas. Scuderia Ferrari had become the "semi-official" racing department of Alfa Romeo, who were no longer entering races as a factory effort due to the poor economic situation of the company. With the initial 215 hp of the 2.6 engine, the Monoposto Tipo B racer could accelerate to 60 mph in less than 7 seconds and could reach 135 mph. For 1934 the race engines became 2.9 litres. Tazio Nuvolari won the 1935 German GP at the Nürburgring at the wheel of a 3.2 L Tipo B against the more powerful Silver Arrows from Mercedes-Benz and Auto Union. Eight 3.8-litre versions, sharing no castings with the earlier blocks, were individually built for racing in five months, most being used in the Alfa Romeo Monoposto 8C 35 Type C, as raced by Scuderia Ferrari. The 3.8 produced 330 bhp at 5500 rpm, had 320 lb⋅ft from 900 rpm to 5500 rpm. It had 15.5-inch drum brakes all round, using Pirelli 5.25 or 5.50 x 19 tyres at the front and 7.00 or 7.50 x 19 tyres at the rear.
Alfa Romeo Automobiles S.p. A. is an Italian luxury car manufacturer, founded by Frenchman Alexandre Darracq as A. L. F. A. on 24 June 1910, in Milan. The brand is known for sporty vehicles and has been involved in car racing since 1911; the company was owned by Italian state holding company Istituto per la Ricostruzione Industriale between 1932 and 1986, when it became a part of the Fiat Group. In February 2007, the Alfa Romeo brand became Alfa Romeo Automobiles S.p. A. A subsidiary of Fiat Group Automobiles, now Fiat Chrysler Automobiles Italy; the company that became Alfa Romeo was founded as Società Anonima Italiana Darracq in 1906 by the French automobile firm of Alexandre Darracq, with Italian investors. In late 1909, the Italian Darracq cars were selling and the Italian partners of the company hired Giuseppe Merosi to design new cars. On 24 June 1910, a new company was founded named A. L. F. A. Still in partnership with Darracq; the first non-Darracq car produced by the company was the 1910 24 HP, designed by Merosi.
A. L. F. A. Ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24-hp models. In August 1915, the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20–30 HP the first car to be so badged. In 1921, the Banca Italiana di Sconto. Nicola Romeo & Co, went broke and the government needed to support the industrial companies involved, among, Alfa Romeo, through the "Consorzio per Sovvenzioni sui Valori Industriali". In 1925, the railway activities were separated from the Romeo company, in 1928, Nicola Romeo left. In 1933, the state ownership was reorganized under the banner of the Istituto per la Ricostruzione Industriale by Benito Mussolini's government, which had effective control; the company struggled to return to profitability after the Second World War, turned to mass-producing small vehicles rather than hand-building luxury models.
In 1954, it developed the Alfa Romeo Twin Cam engine, which would remain in production until 1994. During the 1960s and 1970s, Alfa Romeo produced a number of sporty cars, but struggled to make a profit, so Istituto per la Reconstruzione, the state conglomerate that controls Finmeccanica sold the marque to the Fiat Group in 1986. Alfa Romeo has competed in Grand Prix motor racing, Formula One, sportscar racing, touring car racing, rallies, it has competed both as a constructor and an engine supplier, via works entries, private entries. The first racing car was made in 1913, three years after the foundation of the company, Alfa Romeo won the inaugural world championship for Grand Prix cars in 1925; the race victories gave a sporty image to the marque, Enzo Ferrari founded the Scuderia Ferrari racing team in 1929 as an Alfa Romeo racing team, before becoming independent in 1939. It has had the most wins of any marque in the world; the company's name is a combination of the original name, "A. L. F.
A.", the last name of entrepreneur Nicola Romeo, who took control of the company in 1915. The company that became Alfa Romeo was founded as Società Anonima Italiana Darracq in 1906 by the French automobile firm of Alexandre Darracq, with some Italian investors. One of them, Cavaliere Ugo Stella, an aristocrat from Milan, became chairman of the SAID in 1909; the firm's initial location was in Naples, but before the construction of the planned factory had started, Darracq decided late in 1906 that Milan would be more suitable and accordingly a tract of land was acquired in the Milan suburb of Portello, where a new factory of 6,700 square metres was erected. Late 1909, the Italian Darracq cars were selling and Stella, with the other Italian co-investors, founded a new company named A. L. F. A. Still in partnership with Darracq; the first non-Darracq car produced by the company was the 1910 24 HP, designed by Giuseppe Merosi, hired in 1909 for designing new cars more suited to the Italian market. Merosi would go on to design a series of new A.
L. F. A. Cars, with more powerful engines. A. L. F. A. Ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24-hp models. In 1914, an advanced Grand Prix car was designed and built, the GP1914, with a four-cylinder engine, double overhead camshafts, four valves per cylinder, twin ignition. However, the onset of the First World War halted automobile production at A. L. F. A. for three years. In August 1915, the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. Munitions, aircraft engines and other components and generators based on the company's existing car engines were produced in a vastly enlarged factory during the war. After the war, Romeo invested his war profits in acquiring locomotive and railway carriage plants in Saronno and Naples, which were added to his A. L. F. A. Ownership. Car production had not been considered at first, but resumed in 1919 since parts for the completion of 105 cars had remained at the A.
L. F. A. Factory since 1915. In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20–30 HP the first car to be so badged, their first success came in 1920 whe
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.
Alfa Romeo 6C
The Alfa Romeo 6C name was used on road and sports cars produced between 1927 and 1954 by Alfa Romeo. Bodies for these cars were made by coachbuilders such as James Young, Touring and Pininfarina. Starting from 1933 there was a 6C version with a factory Alfa body, built in Portello. In the early 1920s Vittorio Jano received a commission to create a lightweight, high performance vehicle to replace the Giuseppe Merosi designed RL and RM models; the car was introduced in April 1925 at the Salone dell' Automobile di Milano as the 6C 1500. It was based on the P2 racing car, using single overhead cam 1,487 cc in-line six-cylinder motor producing 44 horsepower, in 1928 the 1500 Sport was presented, the first Alfa Romeo road car with double overhead camshafts. In the mid-1920s, Alfa's RL was considered too large and heavy, so a new development began; the 2-liter formula that had led to Alfa Romeo winning the Automobile World Championship in 1925, changed to 1.5-liter for the 1926 season. The 6C 1500 was introduced in 1925 at the Milan Motor Show, production started 1927, with the P2 Grand Prix car as a starting point.
Engine capacity was now 1487 cc, against the P2's 1987 cc. First versions were bodied by Touring. In 1928, a 6C Sport was released, with a dual overhead camshafts engine, its sport version won many races, including the 1928 Mille Miglia. Total production was 3000. Ten copies of a supercharged Super Sport variant were made; the more powerful 6C 1750 was introduced in 1929 in Rome. The car featured a top speed of 95 mph, a chassis designed to flex and undulate over wavy surfaces, as well as sensitive geared-up steering, it was produced in six series between 1929 and 1933. The base model had a single overhead cam. Super Sport and Gran Sport versions had a double overhead cam engine. Again, a supercharger was available. Most of the cars were sold as rolling chassis and bodied by coachbuilders such as Zagato, Touring. Additionally, there were 3 examples built with James Young bodywork, one of, a part of the permanent collection at the Simeone Foundation Automotive Museum in Philadelphia, PA, USA in original, unrestored condition.
In 1929, it won every major racing event it was entered in, including the Grands Prix of Belgium, Spain and Monza, the Mille Miglia was won with Giuseppe Campari and Giulio Ramponi. The Brooklands Double Twelve and the Ulster TT were won, in 1930 it won again at the Mille Miglia and Spa 24 Hours. Total production was 2635; the 1931 6C 1750 with license plate number "3710 SV" and chassis/engine number #10814331, owned by notorious rare car collector Corrado Lopresto, is a unique exemplar, which's story is told in Lopresto's bilingual 2015 Skira book Best in Show – Capolavori dell'auto italiana dalla collezione Lopresto – Italian Cars Masterpieces from the Lopresto Collection. The English-language section about this car tells: Born with a spider body by Zagato, this car is a 6C 1750 Gran Sport with compressor, the sportiest version of the Milanese 6-cylinder, is sold new to Giovanni Battista Aldo Barabini of Genova in 1931. After several changes of ownership the car goes back to Alfa Romeo, to be resold in 1933 to Dino Carabba, who in 1934 enrolls in the Varese-Campo dei Fiori, coming in fourth in class and eleventh overall.
In those years, the 6C runs in minor races, changing hands three times before being sold to the body shop Giuseppe Aprile of Savona, in August 1938. Less than a year after, the car is purchased by Brunello Feltri of Altare, province of Savona, but meanwhile, Aprile has rebuilt the body of the car with a new modern and elegant look; the design, so well executed, indicates the work of the most famous designer of that time: Mario Revelli di Beaumont, father of this and many other beautiful bodies. The car so transformed survives the war unscathed and changes ownership again in 1956, in Liguria, where it remains still today, rediscovery yet in order, although with some modifications; the painstaking restoration work has restored it to its original splendor, as well conceived by Revelli: a unique car that blends the great elegance to the sporty temperament of mechanics. A plush version of the car, manufactured by Vitale Barberis Canonico, was given, together with the book, to some of Lopresto's friends.
The Alfa Romeo 6C 1900 was the last derivative of the original 6C 1500, produced in 197 examples during 1933, as a transitional model before the new 6C 2300 was introduced the following year. Only made in Gran Turismo guise with a 2,920 mm wheelbase, the 6C 1900 replaced the corresponding 6C 1750 model. Besides the larger displacement, other notable mechanical changes were aluminium cylinder heads, an improved frame and a new transmission; the same upgrades were applied to the 1933 model 6C 1750 Gran Sport, which together with the 6C 1900 forms the sixth series of the 6C. Alfa Romeo offered the 6C 1900 with an in-house 4-door saloon body, while bespoke coachbuilt body styles included 4-seat cabriolets; the double overhead camshaft aspirated straight-six engine was bored out from 66 mm to 68 mm, bringing displacement to 1,917 cc. For the first time on a 6C the cylinder head was aluminium. With 68 bhp at 4,500 rpm the 6C 1900 could achieve a top speed of 130 km/h; the improved frame consisted of boxed rails and crossmembers, instead of the 1750s C-shaped sec
Alfa Romeo 33 Stradale
The Alfa Romeo 33 Stradale is a mid-engined sports car built by Italian car manufacturer Alfa Romeo. 18 examples were produced between 1967 and 1969. "Stradale" is a term used by Italian car manufacturers to indicate a street-legal version of a racing car. A twin headlight 33 Stradale can be seen in the 1969 Italian movie Un bellissimo novembre; the 33 Stradale, first built in 1967, was based on the Autodelta Alfa Romeo Tipo 33 racing car. The car, designed by Franco Scaglione, built by Carrozzeria Marazzi, made its debut at the 1967 Turin Motor Show; the first prototype was built at Autodelta's workshop in Settimo Milanese, side by side with the Tipo 33 "Periscopica" race car in 1967. The body was built by his men, while Autodelta made the technical production. Another magnesium bodied. However, this was not finished until 1968 by Marazzi; the two prototypes are the only ones to have dual headlight arrangement. This was redesigned by Scaglione on the following production cars due to regulations on minimum headlight distance from the ground.
The two prototypes carry the projects original serial numbers, 105.33.xx. However, the Tipo 33 racing - and production Stradales got 750.33.1 xx chassis numbers. Marazzi claims to have built 18 chassis. 5 of them were used for 6 concept cars by Pininfarina and Giugiaro/ItalDesign. Eight are confirmed with Scaglione's beautiful bodies; the rest are unconfirmed at this point. There are huge holes in the history of the Tipo 33s and the exact number of actual Stradale-chassis doesn't quite match the range of chassis numbers; the car was introduced at the Sport Car Show at Monza, Italy in September 1967. Only 18 were made; the prototype was sold to private Gallery Japan. The second magnesium bodied Stradale prototype and the five concept cars are now part of the Alfa Romeo Museum; the 33 Stradale is the first production vehicle to feature dihedral doors known as butterfly doors. The 33 Stradale features windows which seamlessly curve upward into the'roof' of the vehicle; the car has aluminium body on aluminium tubular chassis.
As a result of being built by hand, each model differs from the others for some details. For example, early models had twin headlights, replaced in the last ones by single lights; the position of the windscreen wiper, the number of them, is another thing that differentiates each example from the others. The late models have vents added behind both the front and rear wheels to allow hot air from the brakes to escape; the car has 13-inch Campagnolo magnesium wheels, the front wheels eight and the rear wheels nine inches wide. The suspension system of the car is directly derived from the race cars of the 1960s with upper and lower control arms in front and double trailing arms in the rear, along with substantial antiroll bars; the race-bred engine bore no relation to the mass-produced units in Alfa's more mainstream vehicles. The engine is related to the V8 of the Alfa Montreal, albeit with smaller capacity and in a much higher state of tune. Both engines were derived from the 33 racers‘ but differed in many details.
Both engines had chain driven camshafts as opposed to the racers‘ gear driven ones, but the Stradale kept the racing engine’s flat plane crankshaft, whereas the Montreal engine had a cross plane crank. Race engineer Carlo Chiti designed an oversquare bore x stroke of 78 mm × 52.2 mm dry-sump lubricated all aluminum 1,995 cc V8 engine that featured SPICA fuel injection, four ignition coils and twin spark plugs per cylinder. The engine used four chain-driven camshafts to operate the DOHC 2 valves per cylinder valvetrain and had a rev-limit of 10,000 rpm with a compression ratio of 10.5:1, producing 230 PS at 8,800 rpm and 206 N⋅m at 7,000 rpm of torque in road trim and 270 bhp in race trim. Because every Stradale is hand built and unique the power levels can vary by car, used rpms etc. for example the first production Stradale has factory datasheet that claims 243 hp at 9,400 rpm with a "street" exhaust and 254 hp with open exhaust. Like on the racing car the transmission was a six-speed Colotti transaxle gearbox.
Although the Stradale is a road car, it has some limitations which may make the everyday use hard, for example missing locks and the lack of ground clearance. The car takes less than six seconds to reach 100 km/h from a standing start and has a claimed top speed of 260 km/h. In 1968, the German Auto, Motor und Sport magazine measured a top speed of 252 km/h and 24.0 seconds for the standing kilometer which made it the fastest commercially available car for this distance. Similar performance cars from that time were all using twice the Stradale`s cylinder capacity, the Lamborghini Miura, Ferrari Daytona and Maserati Ghibli. Built in an attempt by Alfa to make some of its racing technology available to the public, it was the most expensive automobile for sale to the public in 1968 at US$17,000. In the same year, in Italy, the retail price for a 33 Stradale was 9,750,000 lire. In comparison, the Lamborghini Miura was sold for 7,700,000 lire, while the average worker's wage was about 150,000 lire.
The Alfa Romeo 33 Stradale are hardly traded.
Alfa Romeo Montreal
The Alfa Romeo Montreal is a 2+2 coupé sports car produced by the Italian manufacturer Alfa Romeo from 1970 to 1977. The Alfa Romeo Montreal was introduced as a concept car in 1967 at Expo 67, held in Montreal, Canada; the concept cars were displayed without any model name, but the public took to calling it The Montreal. It was a 2+2 coupe using the 1.6-litre engine of the Alfa Romeo Giulia TI and the short wheelbase chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone. One of the two concept cars built for Expo 67 is displayed in the Alfa Romeo Historical Museum in Arese, while the other is in museum storage; the first production car, Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated, cross-plane V8 engine with SPICA fuel injection that produced around 200 PS, coupled to a five-speed ZF manual gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer.
The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a live axle with limited slip differential at the rear. Since the concept car was unofficially known as The Montreal, Alfa Romeo kept the model name in production. Stylistically, the most eye catching feature is the car's front end with four headlamps covered by unusual "grilles", that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet; the duct is blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster; the Montreal was more expensive to buy than the Jaguar E-Type or the Porsche 911. When launched in the UK it was priced at GB£5,077, rising to GB£5,549 in August 1972 and to GB£6,999 by mid-1976.
Production was split between the Alfa Romeo plant in Arese and Carrozzeria Bertone's plants in Caselle and Grugliasco outside Turin. Alfa Romeo produced the chassis and engine and mechanicals and sent the chassis to Caselle where Bertone fitted the body. After body fitment, the car was sent to Grugliasco to be degreased zinc coated, manually spray painted and have the interior fitted; the car was returned to Arese to have the engine and mechanicals installed. It is worth noting that because of this production method, there is not any correspondence between chassis number, engine number and production date; the Montreal remained unchanged until it was discontinued in 1977. By production had long ceased as Alfa were struggling to sell their remaining stock; the total number built was around 3900. None of them were sold in Montreal since Alfa did not develop a North American version to meet the emission control requirements in the United States & Canada. A Montreal can be seen in the 1974 movie The Marseille Contract where Michael Caine drives a metallic dark brown example.
A careful observer can find a red Montreal in the beginning of the James Cameron movie True Lies prior to the lead character saying "Here is my invitation." A Montreal is featured in the 2017 movie Atomic Blonde. Autodelta completed late in 1972 a Group 4 Montreal, it was launched at the London Racing Car Show in January 1973, it was sold to Alfa Romeo Germany to be used in the DRM series for GT cars. Ready to race in May 1973, the car was entrusted to specialist racing team of Dieter Gleich, the principle driver; the Autodelta version had 2997 cc engine with maximum power of 370 hp at 9000 rpm. Without any further development the car was outdated soon. A Montreal was campaigned in the United States but without success. Alfa Romeo 33 Stradale The Alfa Romeo Montreal Website Classic Motorsports magazine Alfa Romeo Montreal buyer's guide
Alfa Romeo Alfasud
The Alfa Romeo Alfasud was a small family car, manufactured from 1971 to 1989 by Industria Napoletana Costruzioni Autoveicoli Alfa Romeo-Alfasud S.p. A of Italy, a new company owned by Alfa Finmeccanica; the company was based in the southern region of Italy as a part of the labour policy of the government. It is considered one of Alfa Romeo's most successful models, with 893,719 examples sold between 1972 and 1983, plus 121,434 Sprint coupé versions between 1976 and 1989. A common nickname for the car is ’Sud; the car went through two facelifts, the first in 1977 and the second one in 1980. Alfa Romeo had explored building a smaller front wheel drive car in the 1950s but it was not until 1967 that firm plans were laid down for an all-new model to fit in below the existing Alfa Romeo range, it was developed by Austrian Rudolf Hruska, who created a unique engineering package, clothed in a body styled by Giorgetto Giugiaro of ItalDesign. The car was built at a new factory at Pomigliano d'Arco in southern Italy, hence the car's name, Alfa Sud.
January 18, 1968, saw the registration at Naples of a new company named "Industria Napoletana Costruzioni Autoveicoli Alfa Romeo-Alfasud S.p. A.". 90% of the share capital was subscribed by Alfa Romeo and 10% by Finmeccanica, at that time the financial arm of the government controlled IRI. Construction work on the company's new state-sponsored plant at nearby Pomigliano d'Arco began in April 1968, on the site of an aircraft engine factory used by Alfa Romeo during the Second World War; the Alfasud was shown at the Turin Motor Show three years in 1971 and was praised by journalists for its styling. The four-door saloon featured a cutting-edge technology, following the technical scheme experimented in Lancia since 1960 on the Lancia Flavia, that is: a front wheel drive with Boxer of 1,186 cc water-cooled engine with a belt-driven overhead camshaft on each cylinder head, it featured an elaborate suspension setup for a car in its class:. Other unusual features for this size of car were four-wheel disc brakes, rack and pinion steering.
The engine design allowed the Alfasud to have a low bonnet line, making it aerodynamic for its day giving it a low centre of gravity. As a result of these design features, the car had excellent performance for its engine size, levels of road-holding and handling that would not be equalled in its class for another ten years. Despite its two-box shape, a hatchback was not part of the range; some of the controls were unorthodox, the lights, turn indicators, horn and heater fan all being operated by pulling, turning or pushing the two column stalks. In November 1973 the first Alfasud sport model joined the range, the two-door Alfasud ti—. Along with a 5-speed gearbox, it featured a more powerful version of the 1.2 litre engine, brought to 68 PS by adopting a Weber twin-choke carburettor, allowing the small saloon to reach 160 km/h. Quad round halogen headlamps, special wheels, a front body-colour spoiler beneath the bumper and rear black one around the tail distinguished the "ti", while inside there was a three-spoke steering wheel, auxiliary gauges, leatherette/cloth seats, carpets in place of rubber mats.
In 1974, Alfa Romeo launched a more upscale model, the Alfasud SE. The SE was replaced by the Alfasud L model introduced at the Bruxelles Motor Show in January 1975. Recognizable by its bumper overriders and chrome strips on the door sills and on the tail, the Lusso was better appointed than the standard Alfasud, with such features as cloth upholstery, padded dashboard with glove compartment and optional tachometer. A three-door estate model called the Alfasud Giardinetta was introduced in May 1975, with the same equipment of the Alfasud "L"; the Lusso model was produced until 1976, was replaced by the new Alfasud 5m model, the first four-door Alfasud with a five-speed gearbox. Presented at the March 1976 Geneva Motor Show, it was equipped like the Lusso. In September 1976, the Alfasud Sprint coupé was launched. Built on the same platform of the saloon, it featured lower, more angular bodywork, again by Giorgetto Giugiaro, featured a hatchback; the Sprint was powered by a new, more powerful Boxer, stroked from the 1.2 to displace 1,286 cc and develop 76 PS, was paired the five-speed gearbox.
The same 1286 cc engine was fitted into the 2-door saloon, creating the Alfasud ti 1.3, put on sale alongside the "ti" 1.2 in July 1977. In late 1977 the Alfasud Super replaced the range-topping four-door "5m", it was available with both the 1.2- and 1.3-litre engines from the "ti", though both were equipped with a single-choke carburettor. The Super introduced improvements both outside, with new bumpers including large plastic strips, inside, with a revised dashboard, new door cards and two-tone cloth seats. Similar upgrades were applied to the Giardinetta. In May 1978 the Sprint and "ti" got new engines, a 79 PS 1.3 and a 85 PS 1.5, both with a twin-choke carburettor. At the same time the Alfasud ti received cosmetic updates: bumpers from the Super, new rear spoiler on the boot lid, black wheel arch extensions and black front spoiler, was upgraded to the revised interior of the Super; the 1.3 and 1.5 engines were soon made available alongside the 1.2 on the Giardinetta and Super, with a lower output compared to the sport models, due to having a single-choke carburettor.
In 1979 the Sprint was given a double twin-choke carbur