[PTA SC] Alfa Romeo Alfasud Sprint @ 1717 cc

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Italian song sounded nicely and not that shortly at all: the compact Alfasud stayed on the conveyor for as long as 1971-83. While the sporty Sprint endured right till 1989 - and nobody got bored.

The story started in the late 60s when the somewhat aristocratic ALFA (Anonima Lombarda Fabbrica Automobili) Romeo tried to turn more democratic, and a project of a compact mass car was launched. The government sought then to introduce industry to the backward regions and insisted that the promising project should be implemented in southern Italy. Therefore the modern assembly plant has been bound to the site at Pomigliano d\'Arco, near Naples. Hence the name (Alfa South), while the car was soon dubbed merely ’Sud.

Italian masterstroke

The new car debuted at the Turin Motor Show in 1971 and immediately attracted universal attention. Styled by Giorgetto Giugiaro of ItalDesign, the well-proportioned 4-door Alfasud Berlina (sedan) looked plain yet irresistible. With low roof line (the unladen car height measured only 1370 mm / 53.9 in) it seemed neat, fit and dynamic. The new model was positioned as a 5-seat car, and 4 adults could be seated there with reasonable comfort, indeed. Naturally, no air-con or power windows were available…The trunk was 400 l / 14.1 cu ft big; funny thing, the 2-volume body initially has no hatch at the rear, and access to the trunk via small lid wasn’t that handy. Only in 1981 the ’Sud acquired a regular rear door, and the car finally grew into the full-fledged 3-door hatchback – with useful space up to 1200 l / 42.4 cu ft.

And meanwhile the Alfasud line lively branched out with a sporty 2-door TI version (late 1973) and a 3-door station wagon Giardinetta (for 1975 model year). The compact front-drive was a type of automobile completely new to the brand - a budget everyman’s vehicle. The ’Sud had little in common with its stable-mates, - both in the assembly location and in the car\'s engineering. Still the origin tells, and as for ingenious technology and sporty temper, the new model was 100-percent ALFA. The liquid-cooled horizontally opposed (flat) four featured 8 valves and 2 overhead camshafts driven by toothed belts: with bore and stroke of 80 x 59 mm (3.15 x 2.3225 in) the oversquare engine displaced only 1186 cc / 72.4 cu in. Its gray iron block was cast at one and lacked vertical casing joint typical for “boxer”configuration: therefore the crankshaft was mounted through the opening from below.

The compact init revved like a little sewing machine – well-balanced and refined. A 2-barrel Weber carburetor was applied; with 8.8 compression ratio the small engine produced 63 hp (DIN) at 6000 min-1 and happily revved up to 7 thousand – undamaged. The power plant lied within front overhang and gave the car a lower centre of gravity. Torque was delivered to a 4-speed manual gearbox, while in 1973 the Super edition appeared - equipped with 5-speed transmission.

Later on the engine was first stroked to 1351 cc / 82.5 cu in and - with 9 compression ratio - tuned to 79 hp (DIN). While with a pair of 2-barrel Webers and 9.75 compression ratio it delivered good 86 hp at 5800 min-1. Second, the flat four was bored up to 1490 cc / 90.9 cu in: with two 2-barrel carburetors the engine was tuned up to 95 - and even 105 hp - at the same 5800 revs. The running gear was quite on par with the advanced power unit: McPherson struts in the front and a light “dead” axle in the rear. The axle was accurately located by 2 longitudinal Watts linkages and a Panhard rod: coil springs were applied at all 4 corners. The base Berlina 1.2 rode on tiny 145SR13 Pirelli radials, while 1.5 version with powerful 1490 cc engine was equipped with 165/70SR13 tires. The ’Sud featured the accurate and “transparent” rack & pinion steering (no servo), and with 4-wheel disk brakes it was a rare bird among the compact cars. Though brakes, naturally, lacked ABS.

The Berlina Super 1.2 with 68 hp engine and 5-speed weighed at least 870 kg / 1918 lb at the curb. The car accelerated from 0-100 kph (62.15 mph) in 13.6 seconds, while its top speed was 155 kph / 96.3 mph. At constant speed of 90 kph / 55.9 mph the compact ALFA consumed (ECE) 6,4 l of gasoline per 100 km – 36.75 mpg. While in city driving the car burned even 11.5 l per 100 km – 20.45 mpg. For a compact, this doesn’t seem overly fuel efficient now…

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Bright and dull

The compact ALFA was a nice thing, indeed. Yet there are two sides to a coin. And in the real time, the Alfasud revealed its both sides – the bright and the dull. First the latter: the build quality of the car left much to be desired. Namely, its unibody proved to be extremely prone to corrosion: the rust showed everywhere through glossy fresh paint - literally before a vehicle left the assembly plant. Sheet steel of low quality – or improper technology of body coating… Anyway, they managed to suppress corrosion only in the early 80s – in a decade after the debut of the ’Sud. Well, later better than never…

Then the bright side: stiff unibody, precise steering and finely balanced running gear made Alfasud a wonderful \"driver\'s car\". The compact ALFA handled brilliantly, and its roadholding in a chain of tight turns exceeded any expectations. Add on top of it the high-revving, exceptionally smooth and quiet engine, the crisp gearbox and light but effective brakes: a practical family vehicle granted its happy owner tons of driving pleasure. Moreover, the ride was rather smooth, too. The ’Sud not only looked irresistible, but really lived to the promises!

Moreover, the brilliant compact wasn’t at all expensive. Say, in Britain, the imported 1973 Sud Berlina test-car with 1,186 cc engine and 5-speed cost some 1,475, - that is, less than homemade (and hopelessly boring) Austin Allegro. No surprise that attractive ALFA sold briskly all over Europe – and beyond. In spite of thoroughly poor rust protection… On total, almost 900 thousands of Alfasud cars were assembled in 1972-83 – plus 121,5 thousands of Sprint hatchbacks in 1976-89. The outstanding model considerably contributed to the brand’s success in the 70s and then was duly replaced by inexpressive Arna and 33 models in 1983. The nice Neapolitan song gently faded away.

V.P.

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Op vrijdag 2 september 2011 12:40 schreef FkTwkGs2012 het volgende:

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dangel , geile chicka, neuckuh? doe jij eens een goeie gooi naar wat het thema van alex zijn boek is.

Op vrijdag 2 september 2011 14:39 schreef Dangel het volgende:

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jij bent de ontsteking van de blinde darm die PTA SC heet

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Op zondag 11 september 2011 21:47 schreef Anne het volgende:
IK BEN LABIEL.

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Op dinsdag 21 september 2010 18:39 schreef Anne het volgende:
Ik reed gisteren wel even door een tunnel. En toen ik eruit kwam, kwam ik.

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Op dinsdag 19 februari 2008 19:09 schreef BaraCuda het volgende:
Ik heb ook een piemel

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Op woensdag 12 mei 2010 21:54 schreef Sounddragon het volgende:

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sex en Lada in één zin

_{*mompelt iets over anticonceptie}

Op woensdag 12 mei 2010 21:55 schreef Alexxxxx het volgende:

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de enige auto waarin enigzins sexuele dingen zijn gebeurd met mij is anders mijn niva

Op woensdag 12 mei 2010 21:56 schreef Sjoegerd het volgende:

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Herinner me er aan dat ik niet in jouw Niva ga zitten

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@2cv:
Op maandag 28 juni 2010 17:17 schreef Paladijn het volgende:
Met de hoeveelheid onzin die je verkondigd is het geen wonder dat je geen PTA-mod meer bent

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Op maandag 12 juli 2010 21:43 schreef Alexxxxx het volgende:
mijn nagels zijn vandaag gelakt

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Op vrijdag 13 augustus 2010 21:19 schreef BaraCuda het volgende:

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Je hebt nog gelijk ook m'n rechter tiet is verrekt

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Op vrijdag 13 augustus 2010 22:09 schreef Anne het volgende:

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Nou en . Niemand komt zomaar aan mijn boobjens.

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Op woensdag 9 februari 2011 21:33 schreef Barcaconia het volgende:

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Heb jij soms zin in aids tijdens je chemokuur?

Op woensdag 9 februari 2011 21:37 schreef Alexxxxx het volgende:

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nee,ik drink (vrijwel) geen alcohol.