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Despite a distinguished history of beautiful sporting cars, Alfa Romeo was close to expiring. The company was taken over by Fiat in 1986 and incorporated into a new group with Lancia. Subsequent models, including the 145 and 155 were based on the Fiat Tipo family platform, a very functional and humdrum front wheel drive chassis. Alfa’s history and brand image should have guaranteed that it was part of the rising trend for premium saloon cars epitomized by the BMW 3-series and Audi A4. But it was clear that the Tipo based cars could never compete with the sophisticated engineering of the Germans. Alfa engineers countered this by fitting a sophisticated double wishbone front suspension to the 155 and a multi link rear suspension system, hugely improving the handling. In 1997, they took this much improved chassis and fitted it with a new body that made the 156 one of the most elegant and original cars of the 1990s. Details such as the retro cast aluminium front door handle (and hidden rear handle) were highly influential. The combination of looks and sharp handling characteristics should have made the 156 a breakthrough model, taking advantage of Europe’s taste for up market executive cars.

Alfa also rolled out a stylish (if not very capacious) five door Sportwagon 156 and, right at the end of its life, a jacked up 4×4 version. However, the 156 did not prove to the most robust models and it could prove troublesome in later life. The model also failed to capture a significant slice of the lucrative premium car market.

Posted December 16, 2009 Comments(0)

Despite the encouragement provided by the arrival of the 164, Alfa’s progress as a maker of fine cars spluttered badly, but somewhat predictably with the introduction of the lackluster mid size 155 and the Golf rivaling 145/6. Once again it was left to an Alfa sports to give the famous marque a lift. The much meeded boost came in the form of the hard top GTV and its sister cabriolet, the Spider, two startling looking cars that demanded attention, inspired the imagination and succeed in generating a great deal of comment in both the motoring industry and the press. However, both vehicles were based on the ubiquitous Tipo structure, which also spawned the 155, 145, Lancia Dedra and numerous others. This inevitably led by the GTV being subject to some damaging compromises for a car in its class. Perhaps the worst fault was in the structure, which was unable to stay properly rigid without a roof. Despite this, the Spider was still an immensely desirable and attractive car; even it was not as good to drive as its sister, the GTV. The other compromise was the disappearance of the boot, because of the adoption of multi link rear suspension. However, the enhanced performance of the chassis made it a worthwhile sacrifice that balanced out the loss of carrying capacity. The well respected 2.0 liter, Twin Spark engine was the main powerplant, but Alfa’s 3.0 V6 units soon became an option.

Dramatic styling was again the mark of a big step forward for Alfa, and this was undoubtedly one of the main reasons that the GTV earned itself so many fans. The aggressive wedge shape, broken by a deep swage running around body was, like its SZ predecessor, a real shock for a lot of people when the vehicle was launched. The four lamp nose was something of a trick, however. Behind the four holes in the bonnet were two large, squared off headlights units.

Posted December 15, 2009 Comments(0)

The Alfa Romeo SZ was a short run coupe intended to give Alfa’s image badly tarnished in 1970’s and 1980’s, a serious boost. However, it became known as II Monstro in its home country, where enthusiasts had been weaned on a diet of finely sculpted Italian sports cars. Serious motoring writers called it the world’s ugliest car, but its brutally stark lines had a real effect on the future of car styling. Like automotive punk rock, it took a stylistically complacent industry by the scruff of the neck. Also like punk rock, its reverberations can still be felt to this day in some of the top designers’ best work. The SZ was based on the rear wheel drive floorpan of the 75 saloon and powered by a 3.0 V6 engine, but real effort went into the car’s chassis dynamics, which were extensively praised as were the SZ’s brakes and steering. The chassis was developed form a Group A race version of the 75, which included race ready details such as nylon brushed rose joints.

The interior was made up of a one off carbon fiber, dashboard and beautiful cream leather sports seats. Not surprisingly, luggage space wasn’t a high priority when the design brief of the SZ was being composed and this was restricted to a small, flat deck situated behind the driver and passenger. The car was constructed by Zagato and just 1000 including an even more bizarre looking convertible version of these far sighted supercars were built.

Posted December 13, 2009 Comments(0)

The Alfa Six is an interesting lesson in how not to do things in the luxury saloon class. Designed to look discreet and dignified rather than flagrantly expensive, Alfa felt that wealthy buyers would want to avoid unwanted attention in bandit ridden Italy, the Six looked stodgy and dated when it came to the European market in 1978. An opulent somewhat made up for its external looks, not to mention the high specification, which included power windows, central looking, plush velour trim, standard ZF automatic gearbox and power steering. Dynamically, the Six didn’t shine in any particular area. The 2.5 liter V6 engine was smooth and eager, but was having to work very hard in heavy saloon. So while its 119 mph (190 km/h) top speed looked reasonable, the 16 mpg (18 liters/100 km) fuel consumption it offered didn’t, even among the amenable expense accounts of the executive class. On the road, fairly strong understeer characterized the safe but unexceptional handling, coupled to a ride that was only averagely comfortable for the class. Faced with stiff competition form the GIM (Opel Senator), Audi (200 Turbo) and Rover (The SDI), the gawky big Italian gathered dust in Alfa Showrooms. 

Even the addition of fuel injection systems and some minor styling tweaks could do nothing to help stimulate sales. The car died quietly in 1985, having made few friends. Alfa went on to break its big car cruse in 1988 with the 164, putting their jewel of a V6 to good use in a handsome and highly competent all rounder.

Posted December 13, 2009 Comments(0)

The ‘Type Four’ project has to go down as one of the most successful manufacturing co-operations ever experienced in the automobile industry. It is certainly the most successful of modern times and has provided a model that other companies have strived to follow. It began as a tie-up between Saab and Lancia, but Fiat and Alfa also produced Type Four-based cars. By sharing the basic floorpan, front suspension, roof and doors, the four makers were able to slash development and production costs by incredible amounts and yet still produce some highly memorable and commercially successful vehicles. The last of the Type Four cars to arrive was Alfa’s 164, an extremely handsome executive sports saloon which, after years of drift and companies, drove Italian company firmly back into mass-market contention. In short, the 164 was the winner Alfa had been desperately searching for more than a decade. Despite the Type Four connection, the Alfa was the most individual looking car of the group. This was mainly thanks to its own unique doors. The Superb wedge shaped, nose-down styling was drawn up by Pininfarina. Alfa was said to be very angry when the remarkable similar Pininfarina-styled Peugeot 605 appeared, unsurprisingly.

Build quality was quite decent, as was the driving position. The 164’s reputation as a fine driving machine was boosted by the 3.0 V6 engine, which lived up to its heritage as an Italian powerplant. The 164 survived for the 10 years, its troubled successor (the 166) being delayed. The 164 was a high point for the Alfa, which it failed to cap until the much needed arrival of the 156 in 1997.

Posted December 11, 2009 Comments(0)

The 1972 Alfasud was by general consent the greatest car of the decade. Its name, though, was an indication of the insane government intervention that tragically thwarted if form becoming one of the greatest cars of all time. The Alfasud, an Italian phrase meaning “Alfa South’ was a complete break form the company’s past engineering strategy. Alfa Romeo was directed to construct a factory in an area of high unemployment near Napels in the southern half of Italy to build the startling, all new machine. This was the source of the uncharismatic “Alfa South’ name that the car was unfortunately destined to bear. The design team was led by Rudolph Hruska, who had previously worked with the Porsche on the VW Beetle. A characteristically masterful Giugario styled bodyshell clothed a flat four engine and, in a big break for Alfa, a front wheel drive chassis. Hruska’s strict engineering brief meant the Alfasud was light and wieldy, but few commentators could have ever guessed that the very ordinary, uninspiring ingredients would ultimately combine to create such a remarkable car. The Alfausd’s handling prowess remained a benchmark right into the 1980s; such was the excellence of the chassis which offered amazingly agile and razor sharp responses. The chassis always felt worthy of more power.

Although demand was huge, the Alfasud’s success was severely hampered by the appealing build quality, particularly the shocking rust problems and highly questionable electrics. It was rumored that the Alfasud was ruined by recycled Soviet steel, which then left wing Italian government bought in an effort to help the Communist State’s ailing economy.

Posted December 10, 2009 Comments(0)

The Montreal was a rare excursion by Alfa Romeo into the highly competitive super car arena, with a front engined V8 coupe. The shape, created by Bertone, had first been shown as a dream car at the world Fair in Montreal in 1967. However, the public were so surprisingly enthusiastic about it that Alfa Romeo decided to put it into production. Although it was to be based on ordinary Giulia running gear, Alfa Romeo had decreed that its new flagship vehicle should come with a new engine. This was to four camshafts; Spica fuel injection and an output of 200 bhp form 2.6 liters. Matched to a ZF five speed transmission, the car was good for almost 137 mph (219 km/h), but many critics thought the chassis which used a primitive, live rear axle, was not worthy of the power offered by its engine. The handing was safe but somewhat uninspired. Worse, the ride was appalling jolty for what was intended to be luxurious long distance express two of the most critical errors for any car in its class. The radical look of the Montreal led to it appearing appread in quite a few mid 1970s films, such as The Destructors, where Michael Caine’s Montreal chasses a yellow Porsche 911.

The shape although dramatic, with its slats and shapely glass area, seemed to date quickly. By the mid 1970s, Alfa Romeo had lost interest in the cars, which was in very low volume production anyway and never seemed destined to make much money.

Posted December 9, 2009 Comments(0)

The Junior Z was a beautiful and innovative aerodynamics study on the Alfa Giulia 1300 GT chassis by Zagato, first seen in 1969. Designer Ercole Spada created a glorious two seater coupe with a sharply cut off tail that incorporated an early form of internal spoiler. At the front the lights and grille were covered in plexiglass, and the car enjoyed a large glass area for the cabin. It also features a rear hatchback that could be wound open electrically for extra through flow ventilation if required. At first, pundits were unsure about the car’s radical shape, but owners raved about the amazing straight line speed of the Junior Z, which was good for 115 mph (184 km/h) on just 1300cc, thanks to its slippery profile. What’s more, its light weight helped to sharpen up the already excellent handling and brakes of the Giulia, ensuring that Junior Z owners got a thrilling drive. The extra visibility was a future of the car which bought with it a certain feeling of invulnerability when you got behind the wheel. The 1300 Junior was replaced by the 1600 Junior in 1972.

This model had new, long tail styling to give increased luggage accommodation and, of course, a bigger engine with improved power and torque. The extra length also introduced a touch more elegance into the already stunning design, which was further accented by a very distinctive front bumper. The Junior Zs were expensive cars with specialist appeal. Just 1108 1300s and 402 1600s were built. Production finished in the year 1975.

Posted December 8, 2009 Comments(0)

Of all the 105 series Alfa Romeos that come out of the 1960s and 1970s, it is the Bertone designed 1750 GTV coupe, first seen in 1967 that is closest to drivers’ hearts. When you look at the car it is easy to understand why. Although later 2 liter versions may have been quicker, the 1750 was by far the sweetest and smoothest of Alfa’s classic, double overhead cam, in line four cylinder engines. The strength that the engine was able to offer was matched with an impressive and very slick five speed gearbox that was a total delight to use. It was a combination that helped win the car a legion of supporters and give the 1750 GTV coupe the type of character any car deserving of the much abused term ‘classic’ needs to have. Great brakes, smooth steering and a balanced chassis made the cars a superb tool on a twisty road, where it often proved more fun than many bigger, faster machines. It was just as happy cruising at over 100 mph (160 km/h) on the highway, a fact not lost on its American enthusiasts where its relative refinement made it seem like both a relaxing businessman’s express and a fun filled open road cruiser.

Bertone’s shape for the coupe dated from 1963 and the first ‘step bonnet’ 1600 Giulia coupes. It remained in production with the regular changes to trim and badging for 10 years, until 1977. it crossed over briefly with much less charismatic Alfetta coupes that were designed to replace it, but they never matched the 1750 GTV coupes’ appeal.

Posted December 7, 2009 Comments(0)

The Alfa spider ‘Duetto’ was launched at the Turin motor show in 1966, and was the last complete design by the Battista Pininfarina the founder of the famous styling house who deal that year. Although sales were initially disappointing when buyers resistant to the rounded, boat tail styling, the model went on to be highly successful and extremely long lived. The last versions of the car were produced in 1963. Bodies were built, as well as styled, by Pininfarina and were noted for their excellent hood mechanism that could be raised or lowered with one hard. The round tail styling had been changed to square tail as early as 1969. Al models used Alfa’s classic four cylinder twin cam engine, at first in 1600cc, form, then later as a 1750cc and 2 liter. There were also a 1300cc version. All models of the Spider Deutto came with a delightful five speed transmission. Drivers loved the car for its responsive engine and impressive crisp handling, and with the biggest engines the cars were flexible as well as fast offering a top speed of 124 mph (198 km/h). All the major mechanical components were shared with the Duetto in the mid 1969s.

In the sixties film ‘’The Graduate”, Dustin Hoffman can be seen driving a red 1600 Duetto to the sounds of Simon and Garfunkel’s classic sound tracks. Although the name was never used on the ‘’round tails’’ Alfa introduced a spoiler model named ‘’The Gradate’’ in the 1980s.

Posted December 6, 2009 Comments(0)