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When it was launched at the 1990 Geneva Motor Show the striking Alfa Romeo SZ caused quite a stir. Its angular and aggressive looks were at the same time unconventional and appealing; although they led to the Italian press labeling the SZ as il Mostro, or the Monster, they left little doubt that this was a performance machine.

Underneath composite body panels bonded to a steel frame – but with aluminum roof and carbonfiber rear spoiler – ground effect principles had been employed to further enhance the efficient aerodynamic shape which boasted a Cd of just 0.30. Inside, the two-seat cockpit was bereft of both electronic gadgetry and creature comforts, bar supportive and adjustable leather-trimmed Zagato seats with matching door trim.

The light alloy, fuel injected 2,959cc V6 engine produced 210 bhp at 6,300 rpm and 1,811 lb.ft of torque at 4,500 rpm. Mated to a five-speed, close ratio transaxle with limited slip differential this was sufficient to propel the SZ to 152 mph and 0-60 mph in 6.7 seconds, while braking was taken care of by large ventilated discs at each corner. But it was the roadholding and handling that really caught the imagination, leading the SZ to be considered one of the most exhilarating supercars available. So well was the SZ received by press and public alike that orders exceeded the 1,000 limited-production run before it had even begun.

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Op zaterdag 7 januari 2006 12:09 schreef Pharell het volgende:
die velgen op t 2de plaatje zijn mooi een maatje groter...
ziet er gelijk een stuk beter uit!

tis jammer van de brakke bouw kwaliteit van alfa's maar over t algemeen zijn ze erg mooi!

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Op zaterdag 7 januari 2006 12:12 schreef M5 het volgende:
Alfa Tipo 33 Stradale:

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Op zaterdag 7 januari 2006 12:27 schreef eer-ik het volgende:
gaat 't nog?

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Op zaterdag 7 januari 2006 15:28 schreef Chokeme het volgende:
Ben geen Alfa-kenner maar deze vindt ik wel erg mooi

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In 1979 Alfa Romeo introduced their new flagship model, the Alfa 6. The four-door, three-box body used a similar style to the existing Alfetta model, although the considerably larger boot and bonnet made it a much more imposing vehicle. The drag coefficient was a respectable 0.41.The engine was an all new V6 with a capacity of 2492cc, which generated 158bhp at 5,600rpm using a total of six carburettors and a single, belt driven camshaft in each cylinder head. The drivetrain was conventional, with the engine and gearbox at the front and a limited slip differential at the rear. The suspension was similar to the Alfetta, with a de Dion system at the rear and independent front corners, but the gearbox was located in a more conventional position, aft of the engine (rather than at the rear like the Alfetta). A three speed automatic transmission from ZF was available as an option.

In 1983 the second series was launched. A minor (no changes to the metalwork), but noticeable facelift was conducted, with single square headlights replacing the twin round units, new bumpers, the addition plastic rubbing strips along the flanks, a new grille and new trim around the rear lights. Internally minor detail and trim changes were executed, whilst mechanically the engine received Bosch L-Jetronic fuel injection to replace the six carburettors, the power remaining at 158bhp.

For tax reasons, a 1997cc version (135bhp, still with carburettors) of the 2.5 V6 engine was introduced, and at the same time a 2494cc 5-cylinder (105bhp) turbodiesel engine (by VM) was also offered.

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Op zaterdag 7 januari 2006 19:20 schreef Kaj_A het volgende:
De Alfa 6
[..]

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2e generatie

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Op zaterdag 7 januari 2006 19:46 schreef FoXje het volgende:
Ik vind de 156 toch ook al wel een klassieker hoor
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Op zaterdag 7 januari 2006 20:44 schreef blieblie het volgende:
Die Tipo 33 is echt mooi, die SZ is een regelrecht gedrocht .
Hier in Eindhoven kom ik em regelmatig tegen.

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Op zaterdag 7 januari 2006 20:46 schreef Thermo het volgende:
Ik zou mijn GT echt wel voor een SZ willen inruilen, vooral om het feit dat een SZ als je hem goed behandeld de komende jaren meer en meer waard wordt.

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Op zaterdag 7 januari 2006 20:48 schreef blieblie het volgende:

[..]

Ik zou niet eens een GT kopen, maar daarvoor zit ik in het verkeerde topic geloof ik

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Op zaterdag 7 januari 2006 20:55 schreef PeuRac het volgende:
Er zijn maar weinig Alfa's die ik niet mooi vind, zet er maar een op de stoep en ik vertroetel em

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Op zaterdag 7 januari 2006 20:50 schreef manny het volgende:
Alfa 75, 3.0 V6.

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Op zaterdag 7 januari 2006 20:57 schreef MouseOver het volgende:

[..]

En het geluid

Ik krijg echt een brok in m'n keel als ik zo'n boxer hoor roffelen.

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Op zaterdag 7 januari 2006 12:27 schreef Googolplexian het volgende:
@8800 rpm

18 examples built

230 pk maar toch top 260

6 bak

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Op zaterdag 7 januari 2006 22:48 schreef Gisje het volgende:
-knip-

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The Alfa Romeo 6C 2500 was introduced near the end of the 1930's. The 6C name was derived from the engine size, an inline-six while the 2500 represented the engines cubic-centimeter displacement size.
The engine was a version of Vittorio Jano designed six-cylinder engine. The 6C was available in a plethora of body styles and wheelbases and was produced during two different times in history. Most of the coachwork was handled by Touring of Italy or by Pinin Farina. The body styles ranged from coupes and convertible to four-seater salon. In 1939 Alfa Romeo introduced the SS version, a short-wheelbase model, dubbed 'SS' for Super Sport, that had a high-compression 6C engine rated at 105 horsepower. It was the top-of-the line 6C model that married style and performance together to create the perfect road-going vehicle.

World War II had interrupted production for many automobile manufacturers. During this time many switched their efforts to support the war, such as building engines for marine and aircraft or by producing vehicles that were suitable for war time. When Alfa Romeo resumed production, their vehicles were similar to those they had offered in 1939. The main difference was that Alfa Romeo now bodied the cars themselves rather than providing the rolling chassis for custom coachbuilders to body. The designs had become standard but they were still based on sketches and designs produced by coachbuilders such as Pinin Farina and Touring. Pinin Farina built the exclusive bodies such as the Cabriolet. These vehicles were elegant and stylish and had a price tag that matched. Touring built the Coupes which became known as the Villa d'Este in 1949 after winning the famous Concours d'Elegance Villa d'Este. When outfitted with the Superleggera, meaning light weight, bodies they were capable of speed of over 100 mph.

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At the beginning of the '70s Alfa Romeo was thinking to design a medium-sized FWD car, quite a revolution for the Alfisti.
After many projects in 1971 the Alfasud was born, a medium-sized FWD with four disc brakes and a brand new 1186 cc boxer engine. The name Alfasud was motivated by the fact that these cars were produced at the new Pomigliano d'Arco A.R. plants near Naples, in the South (hence Sud) of Italy.
The Alfasud was a very original and brilliant idea and the success was almost immediate. It lasted for 12 years before it was replaced by the 33 back in 1983.
It is quite difficult to find old Alfasuds, Suds for short, in good conditions as rust was a serious problem for these cars.
Rather interesting collectible Suds are the Ti and the Sprints (Veloce, Quadrifoglio verde) which are quite easy to find.

The 33, that took its name fom an ancient AR racing car named Model 33, has been produced in several versions though the real distinction has to be done between the pre-1990 and the after-1990 33s.
Indeed, in 1990 a major restyling was made which allowed to extend the production of this car until the first half of 1995.

The restyling was quite radical for the body of the car while the frame was similar to the previous series.
Alfa Romeo designers wanted to give to the new 33 a modern look so they made it quite 164-ish, especially the rear end where the tail lights were linked together with a long reflector-like red strip.
But, better than to describe it in words you should take a look at our gallery of photos.
The boxer engines used were: the 1351 cc, the 1490 cc, the 1712 cc, and a brand new 1712 twin-cam 16 valves. A 3-cylinders 1779cc Turbodiesel by VM was available too.
The smaller engines (1.3 and 1.5) had dual carburettors but later, between '91 and '92, they were equipped with fuel electronic injection and catalytic converter.
The 1.7 and 1.7 16V had electronic injection (Bosch Motronic) right from the start (though a 1.7 with carbs was available in the latest pre-'90 series).
These two engines were equipped with cat converters at the end of the 1990 but non-cat version were available till the end of '91.
The 1.7 16V was a piece of art: it delivered 133 bhp (129 with cat) giving an impressive, being a non-turbocharged engine, 78 bhp per litre ratio and 7.5 kg per bhp.
It equipped both the 16V and the 16V Quadrifoglio Verde (Green Cloverleaf), later it was introduced even a four wheel drive version, firstly named Permanent 4 and then, in May '92, Q4. This was available also as Sportwagon (the compact station wagon body designed by Pininfarina).

Several versions were introduced just before stopping production, among these there were the Feeling, the Hit and the most famous Imola. This last one was a very interesting model since it had the 1351cc IE boxer engine with a 33 16V QV body (spoilers, body kit, seats and alloy rims). The Imola had slightly different suspensions, too.
The Feeling and the Hit (probably not sold everywhere) had the same 1351 engine, only different interiors.

While the 33 was still available Alfa Romeo started to produce its brand new hatchback, the 145, then came the 146. These were equipped with the same engines, including a slightly modified 1.7 16V, but, because they're were heavier than the 33 (almost +200 kgs), overall performances and fuel consumption were worse.
For these reasons Alfa Romeo decided to use the new Twin Spark 16V engines instead and so the glorious and very reliable boxer engine was abandoned.
With the birth of the 145 and 146 the SportWagon concept was abandoned too and many Alfisti who needed a spacious fast family car are still missing that kind of compact station wagon.

The 33 was a true Alfa: a revolutionary, powerful and very reliable engine into a no-nonsense car. It was a fast family car that surely will earn reputation among the Alfisti crowd year after year.
Not to be missed an used 33 16V as it'll quickly become a classic. The Italian ancient car magazine Ruoteclassiche has already declared this car a classica domani that is to say a classic tomorrow.

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Op zondag 8 januari 2006 14:25 schreef Scrutinizer het volgende:
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Op zondag 8 januari 2006 14:50 schreef Hyperdude het volgende:

[..]

Ga je er ook nog een verhaaltje bij schrijven?
Mag eventueel ook in het Fries

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Op zondag 8 januari 2006 14:59 schreef Hyperdude het volgende:
Heeft een 1600 dubbele koplampen?
Of een Lusso wel?

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Op zondag 8 januari 2006 15:55 schreef CittaR het volgende:
alle alfa's zijn legendarisch.

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Op zaterdag 7 januari 2006 23:05 schreef MouseOver het volgende:
Is die grijze van een tweaker geweest?

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Op zaterdag 7 januari 2006 21:02 schreef mcintosh het volgende:
WOW, wat is dit dan?

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Volgens google de Alfa Romeo 8c?

alfa 2900 gt b lungo?

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The Giulietta Sprint success story in 1953 and 1954 was not the only thing bringing Bertone fame and fortune at that time. In the mid-fifties the reputation of the Turin bodywork builder owed much to the revolutionary B.A.T. 5 line, and following on from that the B.A.T. 7 and the B.A.T. 9. The Berlinetta Aerodinamica Tecnica 5, or B.A.T. 5 takes its general inspiration from the 1952 Abarth 1400 coupé, and its mechanics from the Alfa 1900 Sprint. The acronym was a great hit in the English-speaking world because the car was actually reminiscent of a bat, with its tail shape hinting at two tucked-in wings.
The design of the model was based on a study of aerodynamics. The shape of the front in fact aims to eliminate the problem of airflow disruption at high speeds. The design also aims to do away with any extra resistance generated by the wheels turning, as well as achieving a structure which would create the fewest possible air vortexes. In practice these rigorous criteria would allow the car to reach 200 km/h with the 100 Hp engine mounted as standard. The design that Bertone came up with was for an extremely light car (1100 kg), the ultimate in streamlining, with side windows at a 45° angle respect to the body of the car and a large windscreen which blends in perfectly with the almost flat roof. The most surprising part of the car has to be the tail, with the length-ways rear windscreen divided by a slim pillar, and the two fins tapering upwards and slightly inwards, for a highly aesthetic finish. There was no shortage of positive feedback: the car was an immediate hit for its aerodynamics and noteworthy stability at high speeds. Bertone had solved the problem of aerodynamic stability, creating a car with an excellent index of penetration .

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Cloverleaf or Quadrifoglio badges denote variants of Alfa Romeo cars where the name denotes the high-end of the range in comfort and engine size, but previously denoted Alfa Romeo racing cars in the pre-Second-World-War era. The image first appeared in 1923 when Ugo Sivocci presented one prior to the start of the 14th Targa Florio as a good luck token to the team. This became the symbol of competition Alfas, denoting higher performance. Some modern Alfas wear a cloverleaf badge which is typically a green four leaf clover on a white background (Quadrifoglio Verde), but variants of blue on white have been recently observed. It is assumed that these might denote advanced equipment in other areas (?).

The Alfettas of the early 1980s had models available sold as the "Silver Leaf" and "Gold Leaf" (Quadrifoglio Oro). These models were the top of the range. Badging was the Alfa Cloverleaf in either gold or silver to denote the specification level. The Gold Leaf model was also sold as the "159i" in some markets, the name in homage to the original 159.

The trim levels (option packages) offered today on the various nameplates (model lines) include the lusso, “luxury,” turismo, “touring,” and the GTA (gran tourismo alleggerita, “lightened grand touring”). The GTA package is offered in the 147 and 156 and includes a V-6 engine. In the past, Alfa Romeo offered a Sprint (from Italian sprinta, "tuned") trim level.

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The 1900 series was introduced in 1950 as the first Alfa designed for mass production. Owners enjoyed the benefits of the twin-cam, 1875-cc, 100-hp engine, wishbone and coil-spring independent front suspension and an exceptionally well-located live rear axle. The ultimate 1900 was the 1900 Zagato (SSZ), with its dual-carbureted, 115-hp engine.

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First introduced in the 8C 2300, the Vittorio Jano designed eight cylinder engine scored at least one victory in every major race and championship. In its initial 1931 configuration, the engine displaced 2336 cc, it grew gradually to 2905 cc, primarily by increasing the stroke. The engine was created by mounting two alloy blocks of four cylinders on a single crankcase. On top of the two blocks an alloy head was installed, housing two camshafts. Aspiration was forced, through two Roots-type superchargers.

Although the engine increased in size throughout its career, its layout and auxiliaries remained very much similar to Jano's 1931 design. One of the best known racing cars powered by the 8 cylinder engine was the Tipo B or P3 of 1932, which is to date considered as one of the finest Grand Prix racers ever constructed. Run by Enzo Ferrari's Scuderia Ferrari, the Alfa Romeos were almost unbeatable.

From its 1931 introduction, the 8C 2300 took four straight victories in the 24 Hours of LeMans, driven by talented drivers like Tazio Nuvolari and Luigi Chinetti. Tazio Nuvolari's brilliance was even more visible when driving the P3, the first single seater racer ever. The P3 was unbeaten in 1933, but eventually succumbed to defeat by the greater budgets being spent by Mercedes-Benz and Auto Union.

With the rise of the German Grand Prix teams, Alfa Romeo focused more of its attention on sportscar and road racing. Designed specifically for Italy's most legendary road race, the Mille Miglia, was the 8C 2900. Much like the contemporary Grand Prix racers, the 8C 2900 featured all-round independent suspension, with wishbones at the front and swing-axles at the rear. Installed in the chassis was a 220 bhp version of the 2.9 litre eight cylinder engine.

A total of six of these road racers, later known as 8C 2900 A, were constructed. Three of these were entered in the 1936 running of the Mille Miglia. The new cars were immediately successful and occupied the first three places at the finish with the Brivio and Ongaro driven 8C on top. A year later a second victory was scored. With the winning cars as a base, a road going customer version was constructed. Dubbed 8C 2900 B, the road car featured a de-tuned engine, but other than that is very similar to the racer.

Two versions were available, the 2800 mm short wheelbase (Corto) and 3000 mm long wheelbase (Lungo) versions. Most of these were sent to Touring to be fitted with Berlinetta, Spyder and Roadster bodies. Of these, the featured Touring Berlinetta on the long chassis is considered one of the most beautiful cars ever constructed. With its competition chassis and high top speed it was faster and quicker than anything its competition had to offer. Due to its high price, only a very few of these supercars were constructed (10 Lungo and 20 Corto chassis).

Being very similar to the competition 8C 2900 A, it came as no surprise the 8C 2900 B was used as a racer as well. To suit this purpose Alfa Romeo constructed a further 13 8C 2900 B chassis fitted with the 220 bhp engine. Many of these were fitted with roadster bodies and were competed in road races like the Mille Miglia. After the two 8C 2900 A victories in 1936 and 1937, another two victories were scored by the 8C 2900 B in 1938 and 1947. No other Alfa Romeo has scored as many 'MM' victories as the 8C 2900.

The featured 8C 2900 B Lungo Touring Berlinetta is among the finest surviving 8C 2900 Bs, a fact underlined by multiple Concours victories. It is seen here taking part in the 2003 edition of the European Concours d'Elegance in the gardens of the Schwetzingen castle. It won both the best in class and and best in show award. Two well deserved prizes for one of the finest cars ever produced and one of the very first true supercars. WM

the Alfa Romeo 8C 2900 B Lungo Touring Berlinetta


General specifications
Record last updated Before 12 / 01 / 2004
Country of origin Italy
Years of production 1937 - 1939
Numbers built 10 (all bodies)
Body design Touring

Engine
Engine Straight 8
Engine Location Front , longitudinally mounted
Configuration alloy block and head
Displacement 2.905 liter / 177.3 cu in
Bore / Stroke 68.0 mm (2.7 in) / 100.0 mm (3.9 in)
Compression ratio 5.8:1
Valvetrain 2 valves / cylinder, DOHC
Fuel feed 2 Weber 42 BS1 Carburetors
Aspiration double Roots-type Superchargers

Drivetrain
Chassis/body superleggera body on ladder-frame
Front suspension double wishbones, coil springs over dampers
Rear suspension swing axles, radius arms, transverse semi-elliptic leaf springs, hydraulic and friction dampers
Steering worm-and-sector
Brakes aluminum drums, all-round
Gearbox 4 speed Manual
Drive Rear wheel drive

Dimensions
Weight 1250 kilo / 2755.8 lbs
Length / Width / Height 4910 mm (193.3 in) / N/A / N/A
Wheelbase / Track (fr/r) 3000 mm (118.1 in) / 1350 mm (53.1 in) / 1350 mm (53.1 in)

Performance figures
Power 180 bhp / 134 KW @ 5200 rpm
Torque N/A
BHP/Liter 62 bhp / liter
Power to weight ratio 0.14 bhp / kg
Top Speed 175 km/h / 109 mph
0-60 mph Acceleration N/A

quote:

In the early 1930s talented designer Vittorio Jano conceived what would become one of the most successful engines of the decade. 'His' 8 cylinder engine was made up of two four cylinder engines and featured twin overhead camshafts. The original engine displaced 2.3 litres and was installed in the Tipo B 'P3' Grand Prix racers and the 8C 2300 sportscars. The Tipo B racked up many Grand Prix wins and remains as one of the most successful Grand Prix racers ever. LeMans and the Mille Miglia were the favorite playgrounds for the 8C 2300, winning the 24 Hours race four years running from 1931 to 1934. Over the years displacement grew to a final size of just over 2.9 litres by 1935.

In 1935 Jano's 8 cylinder engine, in 2.9 litre form, was the base for an all new sportscar, the 8C 2900A. In Grand Prix tune the engine produced a hefty 255 bhp, for reliability reasons a lower compression 220bhp version was installed in the 8C 2900As. It proved very successful in racing, with as highlight a one-two-three in the 1936 Mille Miglia.

For 1937 Alfa Romeo announced the production of a limited number of 8Cs for road use. These were dubbed 8C 2900B and featured a 180 bhp version of the 8 cylinder engine. It was installed in a box-type chassis available in short and long wheel base configurations, both with all-round independent suspension. Most of the 33 8C 2900Bs built were fitted with lightweight Touring bodies, constructed following their patented Superleggera principal.

After parting ways with Enzo Ferrari in 1937 Alfa Romeo set up their own racing department, 'Alfa Corse', early in 1938. Alfa Corse entered five 8C 2900Bs for the 1938 LeMans. Four of them were fitted with Spider bodies, the other with a coupe body. This coupe was specially constructed by Touring to cut through the air as effeciently as possible on LeMans' long straights. Compression of its engine was increased and matched the performance of the 8C 2900A's powerplant.

Skillfully piloted by drivers Sommer and Biondetti, the LeMans coupe was in a class of its own in the race. The pairing was 11 laps, well over 100 miles, in the lead when a tire blew on the Mulsanne straight. One of the biggest leads ever in the grueling 24 Hours event. Sommer limped back to the pit and after the faltering tire was replaced he returned to the track, in the lead still. An hour before the finish bad luck struck again, a broken valve meant the end of the race for the Touring Coupe.

It was to be the only outing for the streamlined 8C 2900B. After the war it surfaced in the UK where it was brought back to running order. In the 1980s it was acquired by the Alfa Romeo Museum in exchange for an 158 'Alfetta' Grand Prix racer. The Museum restored to concours and running condition. Without a doubt it is one of most valuable pre-war cars, a priceless example of Alfa Romeo's racing heritage. It is seen here in the paddocks of the 2002 LeMans Classic and the 2002 Goodwood Festival of Speed. WM

the Alfa Romeo 8C 2900 B LeMans

General specifications
Record last updated Before 12 / 01 / 2004
Country of origin Italy
Produced in 1938
Numbers built one-off
Body design Touring

Engine
Engine Straight 8
Engine Location Front , longitudinally mounted
Configuration alloy block and head
Displacement 2.905 liter / 177.3 cu in
Bore / Stroke 68.0 mm (2.7 in) / 100.0 mm (3.9 in)
Compression ratio 6.3:1
Valvetrain 2 valves / cylinder, DOHC
Fuel feed 2 Weber Carburetors
Aspiration Twin Roots-type Superchargers

Drivetrain
Chassis/body aluminum body on a welded light-gauge box-section frame
Front suspension trailing arms, coil springs, tubular shock absorbers
Rear suspension swing axles, radius arms, transverse semi-elliptic leaf springs, tubular shock absorbers
Steering worm-and-sector
Brakes hydraulic drums, all-round
Gearbox 4 speed Manual
Drive Rear wheel drive

Dimensions
Weight 1100 kilo / 2425.1 lbs
Length / Width / Height N/A / N/A / N/A
Wheelbase / Track (fr/r) 2799 mm (110.2 in) / 1349 mm (53.1 in) / 1349 mm (53.1 in)

Performance figures
Power 220 bhp / 164 KW @ 5800 rpm
Torque N/A
BHP/Liter 76 bhp / liter
Power to weight ratio 0.2 bhp / kg
Top Speed 245 km/h / 152 mph
0-60 mph Acceleration N/A

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Op zondag 8 januari 2006 23:04 schreef Hyperdude het volgende:
Hoort die niet te vliegen?

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Dat DTM-avontuu heeft ze trouwens een behoorlijke cent gekost, en erg weinig opgeleverd denk ik. Maar dat is nogal off-topic

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One of the most elegant and proven supercars to arise out of the 1930's was the 2900B. It was and still is Alfa Romeo's most prestigious grand touring car.

The 2900 competition chassis benefited from a decade of Alfa Romeo sports car engineering. As such, these were the most successful cars of their day: a trio of 2900As placed first-second-third at the 1936 Mille Miglia, while three specially built 2900MMs accomplished the same feat at the 1938 edition.

The decision to make a road-going variant of the 2900 must have been easy. Alfa Romeo prepared around thirty slightly detuned chassis which received some of the best Italian bodies. Both a 2800 mm short wheelbase (Corto) and 3000 mm long wheelbase (Lungo) were made available.

Touring of Milan was responsible for most of the production bodies, and his Corto Spyder and Lungo Coupe were exceptional. Around 20 Spyders and 10 Coupes were constructed by Touring, while a unique grey cabriolet was designed by Pinin Farina as one of his first projects.

Because of its high price, only 30 examples of the 2900B were completed for road use. After the war broke out, and settled down, Alfa Romeo had a hard time living up to its glorious pre-war years.

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Back in 1987, a gifted young engineer with a deep-seated passion for Italian cars - in particular Alfa Romeo - achieved his ambition to open his very own tuning business in West London.

That individual was Jano Djelalian, and the inspiration for the name of his new company came from the illustrious Alfa Romeo works racing team of the sixties - Autodelta.

Operating from a small premises in Alperton, near Wembley, Jano rapidly earned a reputation for "going the extra mile", routinely maintaining and tweaking the Alfa Romeo models of the day, including Alfasud, GTV6, 33, 75, 164, Spider, and before long, the extraordinary SZ Zagato coupe.

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22.11.2005 - MPH05 Motor Show - Autodelta GT Super Evo

...
The MPH05 Motor Show took place over the weekend at the Earls Court Exhibition Centre, in Central London. With the venue being located just a stone's throw from Autodelta's London headquarters, it was an ideal event at which to showcase the new Autodelta GT Super Evo. In fact at the MPH03 Motor Show back in December 2003 Autodelta presented their first bespoke model the Autodelta 147 GTA AM 3.7. This potent 328bhp 'rocket' was dubbed the "world's fastest hot hatch, ever" by Jeremy Clarkson when it appeared on the BBC Top Gear television programme, trashing the lap record of established benchmark cars such as the BMW M3. Last year Autodelta chose MPH04 to roll out the new Autodelta GT Super and the Autodelta 156 GTA AM 3.7 for the first time. In the last two years building hand crafted 'bespoke' Alfa Romeos, taken to the performance and dynamic edge have become a major part of Autodelta's business.
...

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Op dinsdag 10 januari 2006 17:04 schreef Alexxxxx het volgende:
[afbeelding]

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Op dinsdag 10 januari 2006 17:11 schreef Googolplexian het volgende:

[..]

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Op dinsdag 10 januari 2006 17:33 schreef Alexxxxx het volgende:

[..]
Deze beter?

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Op dinsdag 10 januari 2006 17:33 schreef Alexxxxx het volgende:

[..]

[afbeelding]
[afbeelding]
Merk en type: Alfa Romeo 2000 GT Veloce
Eigenaar: onbekend
Land van herkomst: Nederland
Locatie: Houten: Euretco-gebouw
Datum: 07-01-2006
Fotograaf/Bron: Alex Miedema


Deze beter?

quote:

The arrival of the Giulietta Sprint in 1954 marked Alfa Romeo's entrance into a new market sector - the medium sized car. Launched at the Turin Motor Show of that year, the Giulietta, available in Sprint, Spider and Berlina forms remained on the Alfa Romeo price list until 1965. The car was a racing triumph too, notching up successes in the Coupe des Alpes, the Daytona 3 Hours, the Sebring 12 Hours and the Targa Florio, collecting 500 wins along the way.

its cylinder capacity and dimensions were small, this Alfa deserves a place in the Alfa Romeo sports hall of fame for its combination of uncluttered, appealing lines reminiscent of a coupe, state-of-the-art mechanicals, good power-to-weight ratio and strong roadholding.

engine Inline-4
position Front Engine
valvetrain DOHC 3 Valves per Cyl
displacement 1290 cc / 78.7 cu in
power 59.7 kw / 80 bhp @ 6300 rpm
hp per litre 62.02 bhp per litre
bhp/weight 91.12 bhp per weight
drive wheels RWD
front brakes Finned Drums
rear brakes Drums
steering Worm & Roller
f suspension Wishbones w/Telescopic Dampers, Coil Springs, Anti-Roll Bar
r suspension Rigid Axle w/Telescopic Dampers, Coil Springs
weight 878 kg / 1936 lbs
wheelbase 2250 mm / 88.6 in
front track 1292 mm / 50.9 in
rear track 1270 mm / 50.0 in
transmission 4-Speed Manual
top speed 165 kph / 102.5 mph

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One of the most original stylistic offerings form Alfa Romeo, the 'Disco Volante' (Flying Saucer) is a highly streamlined spider that was designed by Touring to participate in Sport Category races. Its name comes in part from science fiction, and in part from the descriptions of the first UFOs that feature highly in the collective imagination during this period. But it is also a way of describing an uncommon car, a low spider with rounded forms that does in fact owe a great deal to aerodynamic design, which was fundamental to Alfa Romeo. The convex body is described as the "ornamental model" for its aerodynamic characteristics, which give the car great penetration characteristics even in a side-wind. It was also created with two other types of bodywork, including a coupe and a slab sided model, but none of the cars got past the experimental stage.

engine Inline-6
position Front Longitudinal
displacement 1997 cc / 121.9 cu in
power 117.8 kw / 158 bhp @ 6500 rpm
hp per litre 76.79 bhp per litre
bhp/weight 306.67 bhp per tonne
drive wheels RWD
body / frame Aluminum over Steel Space Frame
weight 750 kg / 1653 lbs
top speed 225 kph / 139.8 mph

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Alfa Romeo's birth certificate reads: Milan, 24 June 1910.That was the day a group of entrepreneurs and businessmen took over the Italian Darracq automobile company (based in Portello on the outskirts of Milan) from its French parent company, and called it Anonima Lombarda Fabbrica Automobili. The 24 hp was the first car prodcued by the company. The mechanical components, performance and driving satisfaction that proved so popular on Alfa's first car are all features for which the brand was to become famous. The following year it made its racing debut, and it was set to win the Targa Florio when forced to withdraw due to a minor accident when the driver was temporarily blinded by mud.

displacement 4100 cc / 250.2 cu in
power 17.9 kw / 24 bhp
hp per litre 5.85 bhp per litre
top speed 99.8 kph / 62.0 mph

quote:

MOTORE
Sistemazione: anteriore longitudinale.
Numero cilindri e disposizione: 4 in linea Monoblocco in ghisa e testa in lega leggera.
Cilindrata: 1997 cm3
Alesaggio x Corsa: 85 x 68 mm
Rapporto di compressione: 9 : 1
Potenza max: 138 CV e 6500 giri/min
Distribuzione: valvole a V in testa. Due assi a camme in lesta, catena e ingranaggi.
Accensione: a spinterogeno.
Raffreddamento: ad acqua circolazione forzata con ventola meccanica (capacità circuito
10,5 litri).
Alimentazione: pompa meccanica, carburatore (2 doppio corpo orizzontali).
Serbatoio carburante: posteriore, dietro i sedili (capacità: 80 litri).
Lubrificazione: forzata (capacità serbatoio: 8 litri).

TRASMISSIONE
Trazione: posteriore.
Frizione: monodisco a secco.
Cambio meccanico a 5 marce + R.M. Comando a leva centrale.
Riduzione finale: coppia conica (rapp. 8/37).

SOSPENSIONI
Anteriore: a ruote indipendenti, bracci trasversali, molla elicoidale.
Posteriore: ad assale rigido (schema De Dion), braccio obliquo e bielle trasversali (parallelogramma di Watt), molla elicoidale.
Ammortizzatori: idraulici telescopici.

RUOTE
A raggi, con cerchi in lega leggera. Pneumatici: 6,00 x 16.

FRENI
A pedale: impianto idraulico, anteriori a tamburo, posteriori a tamburo sospesi.
A mano: meccanico sulle ruote posteriori.

STERZO
A vite e rullo.

IMP. ELETTRICO
Tensione: 72 V

STRUTTURA
Telaio a traliccio tubolare in lamiera d’acciaio.

DIMENSIONI
Passo: 2,200 m
Carreggiate: ant. 1,270 m, post. 1,310 m
Lunghezza: 3,600 m

PESO
In ordine di marcia: 915 kg

PRESTAZIONI
Velocità massima: 220 km/h
Portata: 2 persone.

quote:

Op zaterdag 7 januari 2006 21:02 schreef mcintosh het volgende:
WOW, wat is dit dan?

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Volgens google de Alfa Romeo 8c?

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La vittoria "impossibile" al G.P. di Germania Ma l’impresa più grande la compie nel G.P. di Germania.

È al volante della P3 (3167 cm cubi, compressore, 265 CV), obsoleta e, sulla carta, nettamente inferiore alle nove vetture dei due formidabili squadroni di casa: la Mercedes-Benz schiera cinque W25 (3990 cm cubi, 8 cilindri, compressore, 430 CV) e la Auto Union quattro Tipo B (4950 cm cubi, 16 cilindri, compressore, 375 CV). Eppure Tazio mette tutti k.o., firmando quella che è ritenuta la più clamorosa e simbolica delle «vittorie impossibili».

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Op maandag 9 januari 2006 20:12 schreef Hyperdude het volgende:
Alfa 8C 2900B, 8 cyl. in lijn, 2926cc, 220PK, 220 km/u
[..]

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Voor uitgebreide Alfa geschiedenis tot ongeveer de 164 kan je hier terecht:
http://www.team.net/www/ktud/alfatoc.html
Beetje langdradig en ouderwets maar voor nerds niet te missen

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Op donderdag 12 januari 2006 11:52 schreef Rory78 het volgende:

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De wagens op de fotó's, is dat niet het type Alfa in The Godfather van Michael Corleone op Sicilië, waarin zijn kersverse vrouw Apollonia werd opgeblazen?

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Op vrijdag 3 maart 2006 14:50 schreef BloodhoundFromHell het volgende:
Jammer van die fiat tempra velgen (er horen natuurlijk alfa-rondjes velgen onder )

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Op vrijdag 3 maart 2006 17:00 schreef BloodhoundFromHell het volgende:
164 was best een kwalitatief goede auto, weinig slechte verhalen over gehoord!

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Op vrijdag 3 maart 2006 17:11 schreef Tref het volgende:

[..]

De 164 was kwalitatief een baggerbak.
Vooral de vele electronica die er in verwerkt zit zorgde geregeld voor problemen. Itaklianen en electronica was destijds een desastreuse combinatie.

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Op dinsdag 10 januari 2006 22:52 schreef Zhukov het volgende:
Alfa Romeo Giulia

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Alfa Giulia

Mag ook zeker niet ontbreken, prachtige auto's!!

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Op zondag 8 januari 2006 23:04 schreef Hyperdude het volgende:
Hoort die niet te vliegen?

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Dat DTM-avontuu heeft ze trouwens een behoorlijke cent gekost, en erg weinig opgeleverd denk ik. Maar dat is nogal off-topic

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Op woensdag 8 maart 2006 17:09 schreef joostingh het volgende:

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Moet je wel een DTM versie laten zien en niet de ITC versie (DTM was toen al dood en het was overgenomen door Bernie.)

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Op zondag 4 juni 2006 12:28 schreef Jimmeh het volgende:
Ja pff jouw reply stond er nog niet toen ik dat stukje plakte en wat bij tikte

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Deze Giulia (TI?) Spot ik regelmatig bij de Mac als ik naar m'n sportschool fiets
Eigenaar houdt iets teveel van dat voedsel denk ik. Maar wat een gave kleurstelling met die Campagnolo velgen in zwart gespoten

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Op zondag 4 juni 2006 12:32 schreef Hyperdude het volgende:
Hee, dit lijkt wel een Alfa meet

Alleen heb ik al jaren geen Alfa meer

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Op zondag 4 juni 2006 12:34 schreef Jimmeh het volgende:
Hoe zie je die verschillen? Tussen de TI's, Supers en blijkbaar ook nog Berlina's
De Bertones kan ik wel de types uit elkaar houden, omdat ik daar aardig heb ingelezen

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Op zondag 4 juni 2006 13:01 schreef Jimmeh het volgende:
Thnx voor de info!

Dat knikje is echt een gaaf stijlelement


hehe de tijd dat Alfa nog zoveel groter was dan BMW

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Op zondag 4 juni 2006 12:59 schreef Hyperdude het volgende:
Allen hadden ze bij BMW nooit zo'n mooie coupé als de Bertone.

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Op zondag 4 juni 2006 13:12 schreef Scrutinizer het volgende:

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Bertone coupé is mijn droomauto

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Op zondag 4 juni 2006 13:10 schreef Hyperdude het volgende:

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Er is zelfs een tijd geweest dat BMW's mooier waren dan Alfa's. Alfa 75/90/155 tov. BMW E30/E36, maar die tijd is gelukkig wel weer voorbij. Blijf alleen lekker BWM rijden omdat ze bij Alfa toch nooit meer een achterwielaandrijver maken, laat staan met een goede 6 cylinder-in-lijn (Net zoals Alfa, BMW, Jaguar en Mercedes vroeger)

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Op zondag 4 juni 2006 13:20 schreef BoJo het volgende:

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Op zondag 4 juni 2006 13:15 schreef Hyperdude het volgende:

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Hee, daar hebben we hat al eens eerder over gehad. Ik had het toen over een rode GTV die op straat stond te rotten in Amstelveen. Ding staat er nog steeds, groen uitgeslagen met beslagen ramen

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Op zondag 4 juni 2006 13:21 schreef Hyperdude het volgende:

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Ik heb zelf ook een 75 gehad hoor

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Op zondag 4 juni 2006 12:32 schreef Hyperdude het volgende:
Hee, dit lijkt wel een Alfa meet

Alleen heb ik al jaren geen Alfa meer

quote:

Op maandag 5 juni 2006 16:14 schreef Dracar het volgende:

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Is er geen FOK! Alfa club?

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Op maandag 5 juni 2006 16:14 schreef Dracar het volgende:

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Is er geen FOK! Alfa club?

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Op maandag 5 juni 2006 16:37 schreef Jim.Beam het volgende:

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Zoniet doe ik iig mee!

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Op dinsdag 6 juni 2006 00:59 schreef Zhukov het volgende:

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Ik ook!!

Mijn Alfaatje;

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Op zondag 4 juni 2006 13:22 schreef Scrutinizer het volgende:

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Zonde

Dat is ook wel waarom ik een Bertone nog niet aangedurfd heb: er wordt tegenwoordig zo achterlijk veel zout gestrooid in Nederland, maandenlang slaan de wegen wit uit. Zo'n wagen zou je eigenlijk maar 8 maanden per jaar moeten rijden.

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Op dinsdag 6 juni 2006 13:18 schreef Jimmeh het volgende:

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Zo'n auto moet je alleen 's zomers rijden en voor de rest op stal laten staan!

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Op dinsdag 6 juni 2006 13:55 schreef BroesWillems het volgende:
Die oude (GTJ?) raakde de controle nog kwijt en spinde bijna in een witte manta...
ging net goed....

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Op dinsdag 6 juni 2006 13:21 schreef Scrutinizer het volgende:

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Dat is te duur voor mij

Rijdt Zhukov die Bertone het hele jaar door?

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Op dinsdag 6 juni 2006 14:00 schreef Scrutinizer het volgende:

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Dat is waarschijnlijk een GTA. Die was geheel van aluminium en had meer dan 200 PK.

* Alfisti weet wie de eigenaar is

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Op dinsdag 6 juni 2006 00:59 schreef Zhukov het volgende:

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Ik ook!!

Mijn Alfaatje;

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Op dinsdag 6 juni 2006 13:21 schreef Scrutinizer het volgende:

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Dat is te duur voor mij

Rijdt Zhukov die Bertone het hele jaar door?

quote:

Op dinsdag 6 juni 2006 14:00 schreef Scrutinizer het volgende:

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Dat is waarschijnlijk een GTA. Die was geheel van aluminium en had meer dan 200 PK.

quote:

Op dinsdag 6 juni 2006 17:00 schreef Jimmeh het volgende:

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Weet je hoe duur het is als de roest zich gaat botvieren op je auto omdat je m in de Winter met rotweer ook gebruikt

Gewoon je droom realiseren als je wat meer verdient en een eigen garage bij je huis hebt

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Op dinsdag 6 juni 2006 00:59 schreef Zhukov het volgende:

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Ik ook!!

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Op dinsdag 6 juni 2006 22:42 schreef Jim.Beam het volgende:

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Squadra di Fokisti