Tweet
The spaceframe of the TZ1 was built at Alfa Romeo?s Ambrosini factory, with the bodywork mainly being created at Zagato in Milan (there were also three glass fibre versions built by Balzaretti Modigliani of Milan), before final fettling and mechanical work was undertaken at Alfa Romeo?s Auto-Delta racing department. The 1.570 cc twin cam engines were also later developed by Conrero to pump out 160 bhp over the original 112.
Bertone was supplied with a new TZ2 chassis (chassis number 101) for construction work to be held over the Autumn of 1964.
In an attempt to make the Canguro design more suitable for any form of production, and also presumably because of the limited time span before the Paris Salon, 90% of the Canguro was made from Giulia TI components. Bertone continued the tubular framework construction for the aluminium bodywork. This firstly reduced the car?s weight tremendously, and suited a low profile shape for improved aerodynamics. Secondly the Gran Turismo character remained therefore intact.
Whether the car was fitted with what would have been an experimental 170 bhp, twin sparkplug per cylinder TZ2 engine is currently unknown. However the Canguro?s sleek shape and lack of a bonnet bulge could indicate that the smaller dry sump TZ2 engine was used.
Photos of the Canguro are misleading, as the actual car appears much lower than images suggest. Its length of 3.900 mm was conventional, as was the width of 1.600 mm. However, the Canguro was only 1.060 mm high, a dramatic 140 mm lower than the original TZ. It was therefore impressive that Bertone had managed to create a generally roomy two-seat interior inside such a low-down volume.
In order to facilitate entry and exit from the interior, the doors curved through into the roof and were hinged far in front of the cockpit area.
Strikingly low, the Canguro helped spark off a new direction for Italian road car design, following the principles of the 1963 Bizzarrini prototype (above).
Bertone was supplied with a new TZ2 chassis (chassis number 101) for construction work to be held over the Autumn of 1964.
In an attempt to make the Canguro design more suitable for any form of production, and also presumably because of the limited time span before the Paris Salon, 90% of the Canguro was made from Giulia TI components. Bertone continued the tubular framework construction for the aluminium bodywork. This firstly reduced the car?s weight tremendously, and suited a low profile shape for improved aerodynamics. Secondly the Gran Turismo character remained therefore intact.
Whether the car was fitted with what would have been an experimental 170 bhp, twin sparkplug per cylinder TZ2 engine is currently unknown. However the Canguro?s sleek shape and lack of a bonnet bulge could indicate that the smaller dry sump TZ2 engine was used.
Photos of the Canguro are misleading, as the actual car appears much lower than images suggest. Its length of 3.900 mm was conventional, as was the width of 1.600 mm. However, the Canguro was only 1.060 mm high, a dramatic 140 mm lower than the original TZ. It was therefore impressive that Bertone had managed to create a generally roomy two-seat interior inside such a low-down volume.
In order to facilitate entry and exit from the interior, the doors curved through into the roof and were hinged far in front of the cockpit area.
Strikingly low, the Canguro helped spark off a new direction for Italian road car design, following the principles of the 1963 Bizzarrini prototype (above).
Comment