Istorijat Alfa Romea

[Sasha]

Ja sam "krivac" Posto je otvorena tema oldtimeri,sve vezano za njih je prebaceno ovde. Cisto da bude red na forumu i da sve sto ima veze sa odredjenom temom ide u pripadajucu kategoriju.
Pozdrav

[Sasha]

Za vise detalja posetite,

http://www.alfaromeo.com/cgi-bin/pbrand.dll/ALFAROMEO_COM/history/history.jsp

http://www.museoalfaromeo.com

http://www.carsfromitaly.com/alfaromeo/index.html

[Sasha]

ALFA ROMEO GT 1300 Junior


U svetu klasičnih automobila, težinu vremena i zaborava podnose samo najinteresantnije marke i modeli. Jedan od njih, koji sigurno neće biti zaboravljen, je Alfa Romeo, čija velika riznica modela osigurava legendarni status. Među mnogim vrhunskim mašinama ističe se model sa mnogobrojnim nazivima od kojih je GT 1300 Junior najpoznatiji. On je svojom pojavom stvorio i opravdao reputaciju fabrike, koja je do danas ostala takva u kolektivnoj automobilskoj svesti...

[Sasha]

Osnovni red i kultura izražavanja nalažu da bi prvo trebalo nešto napisati o samim počecima ovog legendarnog proizvođača. Naime, fabrika A.L.F.A. (Anonima Lombarda Fabrika Automobili) postoji još od početka dvadesetog veka, tačnije od 1906. godine. U početku se bavila prodajom i servisiranjem automobila drugih marki, najviše francuske firme Darak. Poznati milanski industrijalac, Nikolo Romeo je kupio ovo preduzeće 1911. godine, a 1921. dodaje svoje prezime imenu firme i započinje proizvodnju sopstvenih kreacija. Tokom narednih godina, fabrika napreduje i stiče svetski priznato ime.

U šestoj deceniji prošlog veka, u vreme velikog uspona italijanske automobilske industrije, Alfa Romeo je imao reputaciju najsličniju onoj koju danas ima BMW, kao brend čije su glavne odlike sportska elegancija, dinamika, brzina i estetska superiornost automobila i veliki trkački uspesi u pozadini. Upravo u takvom trenutku, početkom šezdesetih, uprava kompanije odlučuje da na tržište izbaci sportski kupe, manjih dimenzija, ali velikog ?srca? koji bi bio nešto jeftiniji od drugih luksuznih kupea ove marke, a vozaču bi pružao potpun sportski osećaj.

Za osnovu je uzeta platforma modela Giulia, opake sportske limuzinice koja je i kod nas bila poznata, priznata i vožena. Karoseriju je dizajnirao Bertone, ali se kasnije saznalo da su skladne linije, u stvari, delo, tada još nepoznatog dizajnera po imenu Giorgetto Giugiaro.

Novi model je imao oznaku Giulia Sprint GT (jedno od mnogih korišćenih imena), a pogon je dolazio od, čuvenog četvorocilindarskog motora Alfe, napravljenog od lakih legura, zapremine 1570 kubnih centimetara, sa dve bregaste osovine u glavi i dva dvogrla karburatora. U ono vreme, to je bio izuzetan tehnički biser sa velikom snagom od 106 KS. Automobil je predstavljen 9. septembra 1963. godine na Salonu automobila u Frankfurtu i posle prvih test-vožnji, specijalizovani novinari su bili oduševljeni. Naime, očekivanja su bila potpuno ispunjena, a nova Alfa je postavila standarde u ovoj klasi. Pored motora i bogate opreme mali 2+2 kupe se mogao pohvaliti i nezavisnim ogibljenjem i u ono vreme neverovatno naprednim, disk kočnicama na sva četiri točka.

U enterijeru su se mogli naći uobičajeni detalji, a sam izgled unutrašnjosti se nije drastičnije menjao sve do kraja proizvodnje. Karakteristična za sportske automobile tog perioda, pa i za ovaj je bila pomalo nezgodna i niska pozicija za upravljačem sa čudnim položajem nogu, poput one u trkačkim vozilima, ali fantastična uklopljenost svih sklopova i odlične performanse su sve bacale u drugi plan.

Tržište je dobro reagovalo na novu Alfu i njena cena od tadašnjih 14.700 nemačkih maraka bila je adekvatna suma. Već sledeće godine, predstavlja se kabriolet verzija nazvana Giulia GTC ali i pored nesumnjive lepote i neznatno više cene samo je simboličan broj napustio fabriku (te godine, 221 primerak).

Godine 1965., predstavljaju se i dve nove verzije, Giulia Sprint GTA i Giulia Sprint GT Veloce. Dizajnerski, svi modeli su izgledali identično ali je razlika bila ispod haube. GTA je bila najjača verzija koja je iz poznatog motora od 1,6 litara ?izvlačila? 115 KS (na nivou današnjih automobila) dok je GT Veloce bila za par konjskih snaga slabija.

Modeli GTA su bili namenjeni homologaciji jer se ovaj automobil zbog izuzetnog ponašanja na putu i performansi pokazao kao idealna osnova za trkačku ?zver?. Upravo tih godina počinju i sportski uspesi ovog kupea. Model GT 1300 Junior predstavljen je 1966. godine i predstavljao je izuzetno popularnu verziju. Karoserija je ostala nepromenjena a novina je bila nešto niža cena i oprema kao i motor od 1,3 litre i 89 KS.

[Sasha]

Godine 1967. u ponudu se ubacuje nova verzija nazvana 1750 GT Veloce, koja je imala motor identičan prethodnicima ali su promene u širini i hodu klipa rezultovale novom zapreminom i snagom od 118 KS. Pored toga, te godine na scenu stupa i prvi redizajn koji se odlikuje drugačijom prednjom maskom sa duplim farovima i nešto više hroma na karoseriji i grilu hladnjaka. Ove promene nisu važile za GTA modele i pored već postojećeg (sa 115 KS), stvorena je i 1300 GTA koja je imala 96 konja.

Upravo tih godina, pred kraj šezdesetih počinje najozbiljnija dominacija ovih automobila na trkačkim stazama širom Evrope. Klasa takmičenja u kojoj su ove Alfe bile najbrojnije je Grupa 2, odnosno kategorija GTJ. Trkačko odeljenje Alfa Romea - AutoDelta podizalo je snagu motora zapremine 1,3 litre sve do 165 KS pri 9500 obrtaja u minuti.

Pored ove zvanične trkačke verzije mogli su se nabaviti i mnogi modeli pripremljeni u radionicama poznatih tjunera kao što je Balduzzi. Neki od ovih automobila su voženi i kod nas, gde su predstavljali ?ultimativne trkačke sprave? i bile nepobedive (nešto slično modelima Alfa Romeo 155 ST koje su se vozile u domaćem šampionatu pre par godina).

Osim u Evropi, određeni uspesi su zabeleženi i u Americi gde je prodaja solidno išla. Naime, ovaj model je kao i Porsche 911 učestvovao i u TransAm šampionatu, kao jedini predstavnici Starog kontinenta.

Godine 1970. se predstavlja blagi redizajn, a modeli tog godišta se prepoznaju po diskretno promenjenim linijama prednjeg dela. Sledeće godine, pojavljuje se najjača drumska verzija 2000 GT Veloce, koja na tržište stiže sa dvolitarskim motorom i 132 KS kao i povećanim luksuzom. Te godine se pojavljuje model GT 1600 Junior sa 109 KS. U sledećem periodu Alfa Romeo skreće pažnju sa ovog modela, što usporava razvoj, i okreće se drugim modelima kao što je Alfa Sud ili Alfeta.

Bez obzira na sve, sportski uspesi se nastavljaju i ovaj automobil biva krunisan titulom šampiona Evrope. U nedostaku prave konkurencije, trke GTJ klase su počele da liče na kup takmičenje Alfe, jer drugih modela skoro da nije ni bilo.

Ali sredinom sedamdesetih, ovaj po svemu uspešni model polako posustaje, kako na ulici i tržištu tako i na stazi. Kraj proizvodnje dolazi 1977. godine, nakon preko 70000 primeraka u svim verzijama (18 varijanti i isto toliko imena) i samo oko 1000 komada kabrio modela. Kraju proizvodnje je doprinelo i uvođenje na tržište modela Alfeta GT, koji je u potpunosti nasledio koncepciju klasične Giulie Sprint.

Ovaj mali kupe iskrene sportske emocije i strasti bio je omiljen na tržištu širom sveta pa i kod nas. Broj primeraka koji su se vozili na ovim prostorima je velik i na sreću nekoliko ?preživelih? je kvalitetno restaurirano i dalje je u upotrebi.

U sećanjima automobilskih poznavalaca, ova Alfa stoji kao prototip italijanskog kupea, najbolje vrste, koji budi strasti i želju za posedovanjem. Cena ovog klasičnog sportiste nije visoka i iznosi oko 10.000 evra, naravno, za perfektne primerke, što zaista nije mnogo za ovako izuzetan automobil.

[Sasha]

[Sasha]

Alfa 90 and Alfa 75: the last rear wheel driven Alfa?s

The Alfetta and the Giulietta were replaced by the Alfa 90 and Alfa 75 respectively. Technically there weren?t much changes to be found in these Alfa?s. The design didn?t meet high standards with the Alfa 90 as a rather common looking three-box model and the Alfa 75 more or less as a large Alfa 33 look alike. Thanks to the 90 and 75 Alfa was able to survive a difficult period in their history. A history in which back wheel driven cars slowly were to be replaced by front wheel driven Alfa?s. The Alfa 90 and the Alfa 75, still fitted with the well proven transaxle configuration, will be remembered as the last Alfa Romeo?s with rear wheel drive.

[Sasha]

Fiat

The final development, whose significance is not yet known, was the end of Alfa Romeo's existence as a state-subsidized but autonomous manufacturer and its absorption in 1987 into the mammoth Fiat Group, which already controlled the rest of the Italian car industry. Alfa was struggling in the early 1980s, but the reasons for the sale are not entirely clear; similar struggles had taken place throughout the company?s history. After the IRI let it be known that Alfa was for sale, talks ensued with Fiat, and Ford. For a time, Ford seemed to be the likely buyer, but in the end Fiat triumphed. Fiat has invested large sums in retiring Alfa Romeo?s debts, developing new models, and integrating Alfa production with Fiat and Lancia. The new cars produced under Fiat ownership continue to use some Alfa Romeo engine designs, in particularly the unique four cylinder boxer but otherwise seem to have more in common with recent Fiat practice, such as the use of front-wheel drive.

[Sasha]

The new generation, the future

The first car that is part of the new generation Alfa Romeo?s is the Alfa 164 of the late 1980s. This Pininfarina designed sedan set new standards where it concerns design and technical concept. It was developed in cooperation with Fiat, Lancia and Saab (the Tipo 4 Project) and became the first ?Alfa-Nord? with front wheel drive. The looks of the front, with a Alfa shield and badge of unique design, is still found in the current Alfa model range. A second car that is part of this range is the front wheel driven Alfa 155, the successor of the Alfa 75. The 155 used the floor pan of the Fiat Tipo, thus showing the relationship between the two makes. The race version of the Alfa 155 was very successful in the DTM- (1993) and BTCC (1994) races. Two other cars based on the Tipo floor pan are the Alfa 145 and Alfa 146 of which the latter is the successor of the Alfa 33. With these new models Alfa enters a new era in which unconventional design could well be of greater importance than performance. But, nevertheless, Alfa Romeo is unmistakable to be associated with speed and performance. In the new GTV and Spider these features are perfectly combined with the design skills of Pininfarina. In 1997 Alfa Romeo won the Car of the Year contest with the Alfa 156, the successor of the Alfa 155. The new saloon was very successful where it concerns sales figures. On the circuit it isn't really the Alfa Romeo one might expect. But on the other hand we had some exiting races within the 156 Challenge in The Netherlands. More then 20 (slightly) tuned 156's where racing for glory in that category.
The new 166 was planned for 1998. Fiat Auto however, decided to introduce the successor of the 155 first. Perhaps this was even better because Alfa used a lot of style influences from to 156 to create the all new 166. The Alfa 164 was a real limousine and hard to beat. But as always... Alfa did it again: the 166 is beautiful and has a drivability which sets new standards. When Walter da Silva left Alfa Romeo many Alfa lovers asked them selves what one could expect. The new trend was a new form of design: "New Edge". The 156 did not show that Alfa would follow the new trend. When the first official pictures of the Alfa 147 were show to the public, it's design was beyond expectations. No 'New Edge', but a incredible, stunning piece of Art was introduced. A sculpture, created by skilled designers with only one thing in mind: Passion for Alfa Romeo...
Looking at these developments it seems that nothing can withhold us celebrating Alfa?s 90th anniversary in this special year 2000.

[Sasha]

Alfa Romeo 6c Touring coupe (1939)

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Alfa Romeo Giulia Sport (1965)

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Christmas special: CANGURO - forty years after THE FORGOTTEN BERTONE ALFA ROMEO SUPERCAR

At the 1964 Paris Salon de l?Automobile, the press and public were pleasantly surprised by a Bertone-bodied Alfa Romeo prototype which went under the name of Canguro, Italian for kangaroo. Although Bertone?s strong reputation had already been built around the 1954 Alfa Romeo Giulietta Sprint, it represented the first ever individual showing at the Paris Salon for this respected Italian design house.

Nuccio Bertone presented the Canguro after much personal consideration, as he knew that the international press, in particular members stemming from north of the Alps, often disfavoured designs that were viewed as being too extravagant.

He had reason for worry, as in retrospect the Canguro design was very extreme for its day in terms of proportion. Luckily, for the sake of the Lamborghini Miura and car enthusiasts world-wide, Nuccio?s decision paid off.

Despite the fact that the Canguro borrowed a lot of its shape from the Bizzarrini prototype dating from the previous year's Turin Motor Show, it bridged the gap between this car and the Lamborghini Miura.




Above: the Canguro at the Paris Salon de l'Automobile in October 1964 marked Bertone's first ever individual appearance at this show. Middle: Paris 1964 also marked the showing of the Bertone Giulia Sprint Speciale. Below: the Gandini-designed Bertone Montreal took styling cues from both the Giugiaro-penned Canguro and the Giulia Sprint Speciale

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Above: Giorgetto Giugiaro created a sensational design, perfectly captured in this original rendering. Below: the Canguro proposal was based on a TZ2 platform, and was ordered to evaluate whether a road-going version of the Auto-Delta TZ racing stable was feasible.

The Canguro project started after Carrozzeria Bertone received the opportunity to develop two extremely interesting prototype cars in 1964, which included the Alfa Romeo Giulia Sport Speciale. From these two projects, the Canguro symbolised the more ambitious and innovative prototype, and became a clear demonstration of how Bertone could reinterpret the styling elements of any model.

Alfa Romeo were interested in assessing the feasibility of producing a high-performance road car based on the mechanicals of their legendary Giulia Tubolare Zagato series. The design brief from Alfa Romeo consequently hinted towards a low-volume production model.

The Canguro therefore characterised an advanced styling exercise for Bertone, completely free from the prospect of mass-manufacture. The designer who was given responsibility to realise this project was the relatively unknown Giorgetto Giugiaro, who had been responsible for touching up the lines of the previous year's Bizzarrini prototype following a sketch from Giotto Bizzarrini himself.

Initially the Bertone design team looked at what their competing design house Zagato had made on the base of the same platform, the Tubolare Zagato 1. The TZ1 was formed around a tubular spaceframe construction (hence the Tubolare name), which was clad with light-weight aluminium bodywork. The total car weighed in at only 660 kg and was capable of a 233 km/h top speed from its 112 bhp, 1.570 cc twin cam engine. The TZ1 was strictly produced for competition purposes in rallies and GT races.