Fábrica Nacional de Motores
Fábrica Nacional de Motores was a Brazilian manufacturer of engines and motor vehicles based in the Xerém district of Duque de Caxias near Rio de Janeiro that operated between 1942 and 1988. The company was created 1942 by the Brazilian state as part of the Estado Novo agenda of President Getúlio Vargas, it was one of several business launched by the state during this period to kick start an industrial sector in Brazil. The company produced American Curtiss-Wright aircraft engines under license along with ammunition, bicycles and refrigerators. After the Second World War it was decided to diversify production; the government was keen to launch a vehicle manufacturing industry. In 1949 an agreement was reached with the Italian manufacturer, Isotta Fraschini, whereby FNM would produce the Milanese company's heavy trucks under license. Isotta Fraschini commercial vehicles enjoyed an excellent reputation at this time, but the Italian company was economically troubled, although its formal bankruptcy would be put off till the end of 1951.
The disappearance of Isotta Fraschini as a vehicle manufacturer left FNM looking for a new technology partner. In 1952 an agreement was signed with another Milanese vehicle manufacturer. Unusually in Europe, Alfa Romeo was a state owned business, following bankruptcy and a government rescue in the 1930s. Under the agreement with Alfa Romeo, FNM would manufacture Alfa Romeo's commercial vehicle range under license. Though little known north of the Alps, Alfa Romeo commercial vehicles were well established in Italy, other south European markets. Between 1956 and 1960 FNM built more than 15,000 heavy trucks of Alfa Romeo design: it manufactured the chassis for buses and coaches. In the Brazilian heavy truck sector which FNM dominated till the early 1970s, FNM was the only manufacturer. Trucks produced by FNM were nicknamed "Fenemê". In the mid-fifties a company called Fabral S. A. a collaboration between Alfa Romeo and Brazilian investor Matarazzo, was set up to build the Alfa Romeo 2000. The car was to be built in the state of São Paulo.
The Matarazzo Group backed out in 1958, following troubled discussions about the suitability of building luxurious cars in poor Brazil. After pressure from then-President Juscelino Kubitschek FNM, in which Alfa Romeo held a minority interest, took over the project. In 1960 FNM's first passenger car was launched, the FNM 2000, a Brazilian version of the series 102 Alfa Romeo 2000 four-door sedan; the factory ended up being built in the Xerém neighborhood, of Duque de Caxias, Rio de Janeiro instead. The engine was the same 1,975 cc twin camshaft unit found in the Italian product, but detuned to produce only 95 PS and the car received the FNM logo; this series of cars was named "J. K." in honor of President Kubitschek who had helped make the deal take place. This was by far the most luxurious, most expensive, car built in Brazil in the period. A coupé version was offered from 1966. Known as the FNM Onça, the coupé did not follow the line of any Alfa Romeo design, but featured an elegant locally designed body unmistakably reminiscent of the original Ford Mustang.
The regular FNM 2000, was followed by more powerful versions, culminating with the 130 PS TIMB, now boasting usefully more power than was claimed for its Alfa Romeo cousins of the time. The TIMB featured a flat bonnet with a lower-mounted grille, as suggested by Lincoln Tendler aiming a better aerodynamic penetration, a divided front bumper to accommodate the lower centerpiece; this same front design was used for the succeeding FNM 2150, with some detail differences. In 1968 Alfa Romeo acquired a controlling share in the hitherto state-owned FNM business; the next year the FNM 2000 was replaced by a restyled version, the FNM 2150, the most obvious visual differences affecting the front of the car. For this application the twin camshaft four cylinder engine saw its capacity increased to 2132 cc, performance was further enhanced through the installation of a better set of carburetors; the five-speed gearbox was the same one used in all cars made up to that moment. The FNM 2150 would continue in production from 1969 till 1974.
In 1971, another coupé called. Based on chassis and mechanics of the FNM/JK 2150 cc model, the car was designed by Brazilian designer Toni Bianco. Only a few hand built examples were produced, but the stylish coupé may have helped the public image of the by now aging design of the mainstream FNM 2150. Bianco made some sporting creations carrying his own name. Alfa Romeo had disposed of its commercial vehicle operations in Italy in the 1960s, in 1973 the FNM commercial vehicle business was sold to Fiat's industrial vehicle division, while Alfa Romeo retained responsibility for the FNM automobile business – subsequently FNM's commercial vehicle business ended up being absorbed into Fiat's Brazilian Iveco business. 1974 saw the FNM 2150 replaced with the Alfa Romeo 2300. This was the end for the FNM badged cars: the FNM badge itself inspired by the Alfa Romeo badge, was replaced on this car with an actual Alfa Romeo badge; the general look of the new car was similar to that of the Italian built Alfetta sedan, designed by Giuseppe Scarnati and first offered in Europe in 1972, although the Brazilian car was 41 centimetres longer and 7 centimetres wider than the Alfetta.
Under the skin, the 2300 was based technically on the older
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
Sydney is the state capital of New South Wales and the most populous city in Australia and Oceania. Located on Australia's east coast, the metropolis surrounds Port Jackson and extends about 70 km on its periphery towards the Blue Mountains to the west, Hawkesbury to the north, the Royal National Park to the south and Macarthur to the south-west. Sydney is made up of 40 local government areas and 15 contiguous regions. Residents of the city are known as "Sydneysiders"; as of June 2017, Sydney's estimated metropolitan population was 5,230,330 and is home to 65% of the state's population. Indigenous Australians have inhabited the Sydney area for at least 30,000 years, thousands of engravings remain throughout the region, making it one of the richest in Australia in terms of Aboriginal archaeological sites. During his first Pacific voyage in 1770, Lieutenant James Cook and his crew became the first Europeans to chart the eastern coast of Australia, making landfall at Botany Bay and inspiring British interest in the area.
In 1788, the First Fleet of convicts, led by Arthur Phillip, founded Sydney as a British penal colony, the first European settlement in Australia. Phillip named the city Sydney in recognition of 1st Viscount Sydney. Penal transportation to New South Wales ended soon after Sydney was incorporated as a city in 1842. A gold rush occurred in the colony in 1851, over the next century, Sydney transformed from a colonial outpost into a major global cultural and economic centre. After World War II, it experienced mass migration and became one of the most multicultural cities in the world. At the time of the 2011 census, more than 250 different languages were spoken in Sydney. In the 2016 Census, about 35.8% of residents spoke a language other than English at home. Furthermore, 45.4% of the population reported having been born overseas, making Sydney the 3rd largest foreign born population of any city in the world after London and New York City, respectively. Despite being one of the most expensive cities in the world, the 2018 Mercer Quality of Living Survey ranks Sydney tenth in the world in terms of quality of living, making it one of the most livable cities.
It is classified as an Alpha+ World City by Globalization and World Cities Research Network, indicating its influence in the region and throughout the world. Ranked eleventh in the world for economic opportunity, Sydney has an advanced market economy with strengths in finance and tourism. There is a significant concentration of foreign banks and multinational corporations in Sydney and the city is promoted as Australia's financial capital and one of Asia Pacific's leading financial hubs. Established in 1850, the University of Sydney is Australia's first university and is regarded as one of the world's leading universities. Sydney is home to the oldest library in Australia, State Library of New South Wales, opened in 1826. Sydney has hosted major international sporting events such as the 2000 Summer Olympics; the city is among the top fifteen most-visited cities in the world, with millions of tourists coming each year to see the city's landmarks. Boasting over 1,000,000 ha of nature reserves and parks, its notable natural features include Sydney Harbour, the Royal National Park, Royal Botanic Garden and Hyde Park, the oldest parkland in the country.
Built attractions such as the Sydney Harbour Bridge and the World Heritage-listed Sydney Opera House are well known to international visitors. The main passenger airport serving the metropolitan area is Kingsford-Smith Airport, one of the world's oldest continually operating airports. Established in 1906, Central station, the largest and busiest railway station in the state, is the main hub of the city's rail network; the first people to inhabit the area now known as Sydney were indigenous Australians having migrated from northern Australia and before that from southeast Asia. Radiocarbon dating suggests human activity first started to occur in the Sydney area from around 30,735 years ago. However, numerous Aboriginal stone tools were found in Western Sydney's gravel sediments that were dated from 45,000 to 50,000 years BP, which would indicate that there was human settlement in Sydney earlier than thought; the first meeting between the native people and the British occurred on 29 April 1770 when Lieutenant James Cook landed at Botany Bay on the Kurnell Peninsula and encountered the Gweagal clan.
He noted in his journal that they were somewhat hostile towards the foreign visitors. Cook was not commissioned to start a settlement, he spent a short time collecting food and conducting scientific observations before continuing further north along the east coast of Australia and claiming the new land he had discovered for Britain. Prior to the arrival of the British there were 4,000 to 8,000 native people in Sydney from as many as 29 different clans; the earliest British settlers called the natives Eora people. "Eora" is the term the indigenous population used to explain their origins upon first contact with the British. Its literal meaning is "from this place". Sydney Cove from Port Jackson to Petersham was inhabited by the Cadigal clan; the principal language groups were Darug and Dharawal. The earliest Europeans to visit the area noted that the indigenous people were conducting activities such as camping and fishing, using trees for bark and food, collecting shells, cooking fish. Britain—before that, England—and Ireland had for a long time been sending their convicts across the Atlantic to the American colonies.
That trade was ended with the Declaration of Independence by the United States in 1776. Britain decided in 1786 to found a new penal outpost in the territory discovered by Cook some 16 years ear
Alfa Romeo 2000
The Alfa Romeo 2000 is a luxury car produced by Italian car manufacturer Alfa Romeo between 1958 and 1962, as a successor to the 1900 Super. It was replaced in 1962 by the Alfa Romeo 2600; the 2000 was presented in 1957 with 4-door, 6-seater saloon Berlina body. Production started in 1958, the car was available as Berlina or Spider convertible. In 1960, the Sprint coupé was added; the 2000 Berlina had gearbox operated via column-mounted shifter making space for three people in front. The two grand touring versions had the gear lever located in floor, a higher output engine; until 1961, when 2+2-seater became available, the Spider was a pure two-seater. The last 2000s were built in 1962; the 2000 used a conventional front-engine, rear-wheel-drive layout. The engine was an enlarged version of the 1900´s inline-four displacing 1975 cc; the cast iron block and aluminium head engine produced 105 PS at 5300 rpm in Berlina using a single downdraft Solex carburettor, while the version on the Sprint and Spider produced 115 PS at 5700 rpm with two Solex sidedraft carburettors and a higher compression ratio.
Two chain-driven overhead camshafts operated two poppet valves per cylinder. Power was sent to the rear wheels with synchromesh on all forward speeds. Front wheel suspension was independent, with the rear used a solid axle. On all four wheels there were telescopic dampers. Brakes were drums, with a hydraulic system. Tyres 165HR400 Pirelli Cinturato CA67 Engines The four-door Berlina was manufactured by Alfa Romeo itself, while the Spider and Sprint were designed and bodied by independent coachbuilders Touring and Bertone. Between 1958 and 1961, Vignale built a series of coupés, penned by Giovanni Michelotti. All bore chassis type of 102.02, different from a serial cars. Around 15 cars were made; the Brazilian variant of the 2000 was produced from 1960 to 1968 by Fábrica Nacional de Motores. It had the same 1975 cc engine with 95 PS; the car used the name FNM "JK", JK standing for the president of Brazil Juscelino Kubitschek, the name was changed to FNM 2000. In 1966 two other models were introduced, the "Onça" coupe and the "2000 TiMB", which produced up to 160 PS.
The TiMB had a flat bonnet, coupled with a divided front bumper necessary to accommodate the now lower-mounted Alfa Romeo centre grille. The FNM 2000 was replaced with FNM 2150 in 1969, it had a bigger engine and revised styling, using the smooth bonnet of the TiMB. For 1971 the 2150 was facelifted, with a more squat version of the traditional Alfa Romeo grille which allowed for a single-piece front bumper. By 1974 the Alfa Romeo Alfetta-lookalike FNM Alfa Romeo 2300 "Rio" replaced the 2150; this version was still based on the older Alfa Romeo 1900, despite looking like the more modern Alfetta. 2600/2000 International Register alfa-romeo-club-2000-2600.de
Alfa Romeo Matta
The Alfa Romeo 1900 M is a four-wheel drive utility vehicle produced by Italian car manufacturer Alfa Romeo from 1951 to 1954. Developed on request of the Italian Ministry of Defence, it was made in both military and civilian versions; the AR 51 was the result of the request of a light reconnaissance vehicle for use on paved and mountain roads. A civilian version, the AR 52, was developed from the military AR 51; the Matta was built from 1952 to 1954, with 2,007 military AR 51s for the Italian Army and 154 civilian AR 52 units produced. In 1954, the Italian army abandoned the AR 51 and switched to the Fiat Campagnola, mechanically simpler; the Matta was powered by 8-valve inline-four engine with dry sump lubrication. The cylinder head was aluminium and featured hemispherical combustion chambers, while the engine block was cast iron. Output was 65 PS at 4,400 rpm. http://www.alfamatta.co.uk/ Italian registry website
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 1900
The Alfa Romeo 1900 is an automobile produced by Italian car manufacturer Alfa Romeo from 1950 to 1959. Designed by Orazio Satta, it was an important development for Alfa Romeo as the marque's first car built on a production line and first production car without a separate chassis, it was the first Alfa Romeo offered with left-hand drive. The car was introduced at the 1950 Paris Motor Show; the 1900 was offered in two-door or four-door models, with a new 1,884 cc, 90 bhp, 4-cylinder twin cam engine. It was quick and sporty; the slogan Alfa used when selling it was "The family car that wins races", not-so-subtly alluding to the car's success in the Targa Florio, Stella Alpina, other competitions. In 1951, the short wheelbase 1900C version was introduced, it had a wheelbase of 2,500 mm. In the same year the 1900TI with a more powerful 100 bhp engine was introduced, it had bigger valves, a higher compression ratio and it was equipped with a double carburetor. Two years the 1900 Super and 1900 TI Super with 1975 cc engine were introduced.
The TI Super had 115 bhp. Transmission was a 4-speed manual on basic versions and 5-speed manual in Super Sprint version, the brakes were drum brakes; the 1900 live rear axle. Production at the company's Milan plant continued until 1959: a total of 21,304 were built, including 17,390 of the saloons; the chassis was designed to allow coachbuilders to rebody it, the most notable of, the Zagato designed, 1900 Super Sprint coupé, with an improved engine and custom body design. The Alfa Romeo 1900M AR51 is a four-wheel drive off-road vehicle based on the 1900-series. Iginio Alessio general manager of Alfa Romeo, was concerned for the viability of the independent Italian Coachbuilding industry–the advent of the unibody chassis design was threatening to put the carrozzerie out of business. Alessio was a personal friend of Gaetano Ponzoni co-owner of Carrozzeria Touring Superleggera, thus from 1951-1958 Alfa Romeo built five different variations of the 1900 unibody chassis for independent coachbuilders.
Alfa Romeo gave official contracts to Touring to build the sporty 1900 Sprint coupé and to Pinin Farina to build an elegant four seat Cabriolet and Coupé. The availability of a suitable chassis led to many other coachbiulders to build versions of the 1900. Carrozzeria Zagato built a small series of coupés with the unofficial designation of 1900 SSZ, designed for racing with an aerodynamic lightweight aluminium body and Zagato's trademark double bubble roof. One-off specials where numerous from the famous Bertone BAT series of aerodynamic studies, to an infamous sci-fi like Astral spider designed by Carrozzeria Boneschi for Rafael Trujillo the dictator of the Dominican Republic. There was a Barchetta or "Boat Car" made by Ghia-Aigle in Lugano Switzerland designed by Giovanni Michelotti at the request of a wealthy Italian who had two passions: the'Riva' boats and a woman, his mistress, the car has no doors or windscreen wipers. Below is a sortable list of coachbuilt Alfa Romeo 1900s. In 1954, Alfa Romeo made two coupés using similar chassis as the C52 Disco Volante.
In Bertone, Franco Scaglione penned a coupé and a spider. The coupé was known as 2000 Sportiva, it has 138 horsepower. The acceleration is on par with most contemporary exotics and top speed is around 137 mph. Industrias Kaiser Argentina produced between 1960 and 1962 a car named IKA Bergantin in Argentina, the body and suspension was from the 1900 Berlina and engines were from the Willys line, the 4-L 151 cu in and the 6-L 226 cu in. Alfa Romeo 1900 Register