The Online Magazine for Italian and French Classic Car Enthusiasts
The winner of the Fuller Brush Phil Hill Catalog was Donald Sawhill. Denise McCluggage will sign this rare find for Mr. Sawhill. Congratulations!
This week in VeloceToday, Brandes Elitch continues his Constant Search, Hugues Vanhoolandt does Het Loo, Roberto Motta on WRC New Zealand and the Editor recaps the European Grand Prix in Valencia.
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Alfasud Extravaganza!
Six articles on the Alfasud; TI Trofeo in English and Italian by Roberto Motta, two original brochures, a full history of the models and eight things the Editor forgot about the Sud. Plus Brandes Elitch on car magazines and Philippe Defechereux on Red Bull and Vettel in New Jersey. Enjoy and Subscribe!
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Photos by: Roberto Motta, “Alfa Romeo Automobilismo Storico, Centro Documentazione (Arese, Milano)” and Carrozzeria Cristallo di Castelnovo Vicentino
The Alfasud still divides fans into two categories: the admirers and detractors. The first recall the unique engine, advanced suspension, driving pleasure and exuberant performance. For all of its faults, the new Alfasud was a brilliant design and always fun to drive. But many others objected to the dramatic changes that were reflected by the coming of the Alfasud: a new factory in Naples, (in the Mezzogiorno!) a new chief engineer (Viennese Rudolfo Hruska) and a completely different engineering and marketing philosophy (an inexpensive front wheel drive sedan).
And yet it was with the humble Alfasud that Alfa Romeo would establish a new “Trofeo” (Trophy) series which would bring it attention while serving as training class for new drivers. In 1976, the world of sports cars and sedans was going through a period of great change due to the emergence of new categories and the introduction of new technical regulations. Not only new classes, but complete series of challenge events based on low cost sedans including the Renault Elf Cup, which hosted the Renault R5, and Ford Escort Mexico Challenge. Alfa Romeo’s Alfasud would be a perfect subject for such a series of races. The Alfasud had been introduced in 1973 with a 73 hp 1186 cc SOHC flat four, and a year later the Alfasud TI (for Touring International) was on the market with 79 hp (SAE) and a five speed transmission. The TI would provide the basis for the Alfasud TI Trofeo.
[Read more…] about Alfasud TI Trofeo in English
IL BISCIONE METTE I MUSCOLI
Testo di Roberto Motta
Foto di: Roberto Motta, “Alfa Romeo Automobilismo Storico, Centro Documentazione (Arese, Milano)” e Archivio Carrozzeria Cristallo
L’Alfasud ti Trofeo divide ancora gli appassionati in due categorie: gli ammiratori e i denigratori. I primi ne ricordano la grinta, la piacevolezza di guida e le prestazioni esuberanti. Gli altri non possono perdonarle di essere il frutto del ‘tradimento’ compiuto dalla Casa milanese nei confronti delle tradizioni e dei canoni tecnici Alfa Romeo.
Nel ‘76, lo sport automobilistico italiano vive un periodo di grandi cambiamenti dovuti alla nascita di nuove categorie e all’introduzione di nuovi regolamenti tecnici. E’ un periodo in cui il panorama motoristico ‘minore’ vive un momento eccezionale grazie alla nascita di numerosi trofei monomarca fra i quali ricordiamo la Coppa Renault Elf, disputata dalle R5, ed il Challange Ford Escort Mexico. Campionati decisamente spettacolari che vivono all’insegna del massimo agonismo e della relativa economicità di gestione.
Sull’onda del successo ottenuto nei vari trofei monomarca e nel primo campionato austriaco riservato esclusivamente a vetture Alfa Romeo Alfasud (ideato dall’ex pilota Ortner), i responsabili dell’Alfa Romeo decidono di rafforzare l’immagine sportiva della Casa e della vettura prodotta a Pomigliano d’Arco, varando il primo ‘Trofeo Alfasud’, trofeo che verrà disputato in Italia e nella vicina Austria.
[Read more…] about Alfasud TI Trofeo In Italian
Early 1.3 model, note the small rear lights. Nearly all 1.3's have gone from British roads now.
Story and Photos by Hugh Doran
The Alfasud, virtually unknown in the U.S., was very popular in Great Britain and today is considered an up and coming classic. Our thanks to Hugh Doran who originally sent this story to us in 2006.
We here in Great Britain heard a lot about the north-south divide back in the late 1970s and early 80s, only no one ever seemed to state exactly where the border between the two was. You could be forgiven for thinking that the south had all the yuppies and the north of Britain was unemployed. Thus most people in the south considered it to be “grim up north”. Things are different these days.
Italy too, had a north-south divide. The only difference was that it was the north that was industrialized and rich and “Il relativo giù del sud torvo” – it was grim down south. The Italian government wanted to readdress the balance some what and came up with a scheme whereby companies would be given grants to set up in the south. Now, at the time Alfa Romeo, was still partly a state owned company so they were more or less obliged to do something in the south.
It just so happened that the company owned some land at Pomigliano d’Arco on the outskirts of Naples, where they manufactured aero engines. But what the company really wanted to do in Naples was manufacture cars. The matter in question was should they move one of the existing assembly lines south, and if so which one, or should they build a completely new product. The decision was taken to start from scratch with a new car. A car that would be known as the Alfasud – Alfa south.
[Read more…] about The Alfasud Story, U.K. Style
Once upon a time for a brief and shining moment, the editor owned the only Alfasud in the U.S., as they were illegal aliens here. But while he remembers the car very well, there are a few things he had long forgotten or simply never knew about the Alfa from Naples…
By Pete Vack
1. How to adjust the valves. Since the 1930s, Alfa Romeo has had only a few different ways to adjust the valve lash. The first was Jano’s unique but complex notch type method. The Giulietta featured removable inserts under the cup which came in a variety of thicknesses.
But the Alfasud had a handy way of adjusting the valve clearances. The camshaft had two lobes per valve, and one could insert a special tool between the cam lobes to reach an adjustable cups located on the top of the valve. Not having to remove the cams to adjust the valves was a nice feature.
Valve Adjustment on the Alfasud.
We all remember the 1959 Fuller Brush catalog that brought Phil Hill and Ferrari into our homes. Here’s a chance to win an original! Robert F. Pauley wraps up the Savonuzzi memoir, Roberto Motta brings us the Coppa Intereuropa, and we sound off on a degrading issue in F1.
A Super Edition of VeloceToday..Graham Gauld with French Champion Bernard Constens, Robert Pauley with Part 2 of Savonuzzi, Eric Davison and family goes to watch Matras at Le Mans, and Hugues Vanhoolandt takes us to Villa d’Este!
We welcome our many new subscribers! If you haven’t signed up yet, please help support VeloceToday by becoming a Premium Subscriber! We need YOUR help!
We welcome our many new subscribers! If you haven’t signed up yet, please help support VeloceToday by becoming a Premium Subscriber!
In the lead photo, Freddy Agabashian takes the Marion Chinetti Ferrari out for a test drive during the 1954 time trials. It failed to qualify.Credit: IMS Museum
1953
Ferrari was undeterred by the results of the 1952 Indy, for plans were made to compete in the 1953 Indy 500, and an initial entry for Ascari was given the number of 97. In addition, two of the 375s sold to American customers planned a comeback; Howard Keck’s car was entered as number 45, with no driver listed, and Johnny Mauro entered with his 375 and given the number 47.
[Read more…] about Ferrari at Indy, Part 2
