Robert Little contacted VeloceToday recently and asked if we’d be interested in re-publishing his historic photos and descriptions of Autodelta, taken in the early 1970s, which had previously appeared in the “Alfa Owner” and now on his own website, of which he says “The new name is www.AutodeltaGoldenYears.com and I will continue to use www.RobertLittle.US at the same time for the next few years.”
We jumped at the opportunity; the photos and his story are unique and of great interest and value. “It’s actually quite an amazing and true story – one that has not been known to have been repeated in the history of Italian motor racing. Looking back one finds it difficult to believe it actually happened as it did…” wrote Mr. Little. This Introduction explains how his magical sojourn came about; the rest of the chapters will concentrate on his amazing photographic record of Autodelta at its prime.
By Robert Little
(Read Part 2)
(Read Part 3)
(Read Part 4)
(Read Part 5)
(Read Part 6)
(Read Part 7)
A native Detroiter and son of a Chrysler Corporation engineer, I grew up helping my father in the garage. We built five Soap Box Derby cars for the annual Detroit races and together we restored a 1922 Model T Ford coupe.
My interests eventually diverged with the acquisition of my Michigan driver’s license, and spent weekends as a volunteer at the Waterford Hills (Michigan) race track. There, it was obvious that small nimble lightweight automobiles could run circles around heavier, over-powered/under braked “Detroit Iron”…and found that Alfa Romeo vehicles came factory-equipped with superior handling and braking characteristics.
Entering college in the fall of 1968, I co-founded the Michigan State University Sports Car Club (which incidentally grew to become the second largest such college car club among American universities behind the UCLA club), and after four years and some intensely-Alfa Romeo summers, graduated with a B.A. in Mass Communication and Marketing.
I joined the Alfa Romeo Owner’s Club and met Tom Tann and Joe Benson (author of the still famous Illustrated Alfa Romeo Buyer’s Guide). At the time, they co-owned a blue Alfa Romeo TZ-1. In 1970 Tom and I decided to drive it to Sebring, Florida in a 24 hour non-stop run. I had been invited to be a Pit Marshal for Alec Ulmann’s organization, assigned to the Autodelta team pit area, of course! There, we met members of the Autodelta team and acquaintances developed.
In the pits with the Autodelta T33 at Sebring in 1970. Photo copyright Robert Little.
With one Sebring 12 Hours under my belt and watching Steve McQueen, Jackie Ickx, Vic Elford and other world-class masters grind it out for the Twelve Hours, I became hooked on the thought of someday becoming a part of the World Championship-of-Makes level of competition – in my opinion, the most exciting and thrilling world-class level of automobile competition. In those days it was the national prestige of the entire Italian nation battling Germany, France, and England for honor and world domination…without the visual clutter of unnecessarily high levels of commercialization. And in the case of Italy, it was purely Ferrari versus Alfa Romeo….Enzo Ferrari versus Carlo Chiti.
Sebring 1971. Rolf Stommelen and Nanni Galli chat under the towering fuel tank reservoir...visible in the reflection of the T-33/3 right front fender. Photo copyright Robert Little.
For the next Sebring race in 1971, again I asked to be assigned to the Autodelta pit area, where definite conflict of interest considerations began to conflict with the important enforcement of rules and regulations! One of the jobs of the pit marshal was to rigidly enforce the FIA rules relating to, among a host of other things, the number of technicians over the wall and actively participating in a pit stop. The Italians, being the excitable people they are, without hesitation violated the mechanic count if a problem occurred. I nevertheless enforced the rules, but I was secretly ‘pulling’ for the team to win the race.
No protests were ever filed by competitors as the Autodeltisti did maintain a healthy respect for the regulations…a big violation could cost them the entire trip from Italy (ask any team that has ever been disqualified), but nothing adverse ever happened.
Sebring 1971. GTAm European Touring Champion and ace pilot Toine Hezemans posing alongside his Alfa Romeo prototype class T-33/3.
In February of 1972, I made the very same long drive, this time in a Fiat 124 Coupe to Daytona Beach, and once again volunteered to be the Pit Marshal at the Alfa Romeo pit for the Daytona 6 Hours of Endurance.
Taking a second week off in my senior year, the next month at Sebring I volunteered my services exclusively to Ing. Chiti as a ‘gofer’ and worked during the day cleaning the cars, hauling materials back and forth from one of the hangers used by the team. I spent the night hours guarding the property of the team and sleeping in the T-33 of my choice, or on several engine shipping crates the guys had set up with packing material as a kind of make-shift mattress- I tended to prefer the cockpit slumber position.
Robert Little at right with Andrea de Adamich at Sebring in 1971. Collection of Robert Little.
Before leaving Sebring that March, I asked team driver extraordinaire Andrea de Adamich if it might be possible to arrange a tour of Autodelta. Surprisingly, within an hour or so De Adamich returned with an invitation issued by Ing. Chiti to come to Settimo Milanese whenever I chose and could stay as long as I liked.
I had earned about $1000 promoting several Mid-Michigan imported automobile auto shows during classes and had the finances in place to afford a round-trip ticket to Milan and a small daily stipend to keep me in food and shelter.
I abruptly left Michigan State and hopped a Milan-bound British Overseas Airlines flight. Arriving at Milan’s Malpensa Airport a month later, I lived inside the top secret walled Autodelta compound’s on- room infirmary for a short time, and in a furnished Autodelta mechanic’s apartment nearby for a longer period. The roar of V-8 and flat 12 cylinder engines on the test stands and the tinkle of wrenches and hammers were my daily dose of ‘ear candy.’ I traveled parts of the 1972 and 1973 season with the team, working for free and being accorded the Experience of a Lifetime.
Just a sneak peak of what it coming. Photo copyright Robert Little.
In the next few chapters to appear in VeloceToday, I am pleased to show you my personal archival copyrighted photographs of never before seen Autodelta color images taken exclusively inside the factory, including the actual images of the assembly of the very first batch of 33TT12 cars as they were taking shape in 1972 and 1973 – all photographed with the completely open, unhindered full access personal permission of Directore Generale Ing. Carlo Chiti. They are now being released for the very first time in more than four decades, and printed in sequential magazine editions of the Alfa Owner (USA) magazine and in selected Alfa Romeo Owners Club ‘webzines’ and non-commercial magazines around the world.
As you enjoy the images, please remember that these photos were captured on 35mm Kodacolor film using an excellent quality camera for the time period. They are good archival photographs but should not be compared to the digital images of the present day.
I hope you enjoy this serialized glimpse ‘behind the curtain’ of this truly remarkable Alfa Romeo leader and his group of highly dedicated men.
This is your tradition and history to preserve. Pass it along.
(Read Part 2)
(Read Part 3)
(Read Part 4)
(Read Part 5)
(Read Part 6)
(Read Part 7)
Bob,
A really great story and those PICTURES! All Alfisti thank you.
Vic
Roberts’ work is a well documented labor of love. Having known him for many years, I can honestly say that if the “Virus Alfa” exists beyond its’ classic advertising campaign, then he has still not been inoculated. In itself, the history of the “inner sanctum”of AutoDelta” would do well as a film documentary. Personally, his story has affected me with waves of nostalgia, triggering memories long forgotten, but oh, for those of us who were there, how therapeutic!
“il fossile”
Dear Sir, comparing Steve McQueen as a driver to Ickx or Elford is a blasfemy.McQueen was just a nice guy but no more than an amateur.
You refer to nations prestige being at stake in the battles of the championship of makes,as you call it.I believe your clock stopped in 1939 at the GP of Tripoli.
In the sixties Ferrari had to deal with Ford.From 1969 through 1972 when Ferrari retired it only had to bother with Mirages and Porsche 917’s.Alfa Romeo 33/2,33/3 scattolata,were never in the battle.Only after Ferrari’s withdrawal in 1972 was Alfa capable of winning races and Championships as they were the sole true competitors.
Chiti was Direttore and not Directore as you wrote ,but above all ,he was a single minded swine which had a flair for wasting public money because Alfa Romeo then was a state-owned company.Only the GTA’s and GTAm’s were successfull in their categories,all other prototypes and single seaters,were an absolute disaster which costed the Italian taxpayer a pretty penny.
A great feature on AutoDelta .A team which produced some world beaters.Luck was not always on their side,everyone needs it.Chiti was the mastermind behind it all.How said is that people always try to throw muck at you,even when you have passed away.That Autodelta did not always come out on top was not to blame on this great engineer .Nobody is always right.
Sorry Mr. della Noce but FERRARI quit the Constructors’ Championship at the end of the 1973 Season after having lost it to MATRA.
It’s only after MATRA retired from racing as an entrant after another successful 1974 Season that AUTODELTA took the lead.
Nevertheless Brands-Hatch 1971 was a noticeable success for the 3 lit. 33 with none other than Henri Pescarolo of passed and future MATRA fame at the wheel.
Like Robert, 1970 Sebring was my first endurance race as well…..and probably never been one any more exciting. Just in case Della Noce is interested in the facts, don’t tell anyone of the 100,000 at that race that McQueen was not a racer, who just happened to be an actor. With a recently broken foot, in a cast, he ran the little 908 nearly as fast as co-driver Revson, who was one of the one of the best. And losing to the twice as powerful 512S of Andretti by a mere 22 seconds wasn’t too shabby either. By the way, 3rd, just a lap behind was the Masten Gregory/Hezeman’s Alfa. If a prize went to the best sounding engine, no way the big 5 liter Ferrari or Porsche could compare to Pescarolo’s Matra 650, who finished 5th.
I never met Chiti, but history shows that what he accomplished at Ferrari and then Alfa/Autodelta was legendary. I still have the Autodelta Triangles he gave my friend at the Watkins Glen GP in 1980, where, btw, Alfa set the lap record and led most of the race. As Mr. Borg says, luck was not always on their side, but they were always a serious player, and one with flare. My friend and Chiti were business partners, exchanging thru the years vintage Ferrari parts for Cat Marine Engines, never money!
RIP, Carlo Chiti
Mr. Della Noce,
With all my admiring for your exceptional knowledge of racing history and its actors, I must admit that I disagree with your statements. Starting with Steve McQueen. Instead of explaining or proving, I will quote Derek Bell’s (just to avoid another dabbler parallel) words; “However, let’s not overlook Steve McQueen’s ability as a driver. I believe he and Paul Newman could have been very respectable professional racers had they begun racing careers earlier. Steve had finished in second place at the classic Sebring 12 Hours earlier in 1970 (with a damaged foot), driving with Peter Revson, one of the great drivers of that era…” So good old Ickx and Elford, would not be insulted with McQueen’s presence, accepting that first two were pros and Steve just an amateur. The things are more complex with Chiti. Though I respect the right to have a personal opinion, I will give you advice to re-read some of reflections about “Single minded swine” (educated judgment, I have to admit) made by some other personalities (amateurs’?) that you prove to know, Ferrari, Eclestone, Forghieri, Lauda and so on… It seems that their opinions were different from yours, or they never realized tremendous abuses of the Italian taxpayers’ precious contributions (I am the one) that incapable Chiti has done. As for national pride for victories under Tricolora, I confess that I am still thrilled seeing it flourishing on the top (but that might be personal feeling). I will add, that I have lived those years, and was lucky enough to know Chiti personally. Useless to say that my memories do not correspond to your comments.
P.S. Mr. Robert Little, never stated that he is Italian, so do not be so severe with his occasional errors in writing.
Wonderful article, and the unique possibility to visit one of the racing sport sanctuaries from inside, just as it was. The photos are simply stunning. In addition, to remind Mr. Della Noce. “Single mind swine”, Carlo Chiti, (by the way, I didn’t understand the meaning of that paragon), has realized the winning, first rear engine F1 Ferrari (156), and under his leadership Alfa Romeo has won everything on the planet in Tourism class with TZ, TZ2, GTA, GTAJ and GT Am. Alfa has won “Campionato Mondiale Marche” in 1975, and “Campionato Mondiale vetture Sport” in 1977 with “badly designed” 33TT 12 and 33SC 12 (useless to say that engines were Chiti’s design too), achieving totally 33 victories (strange happenstance) with its 33 model car (1967-1977). Not bad for the one that only dilapidate Italian tax revenue. Now, that all this happened in absence of serious concurrency as Mr. Creuset has noted too, could be the object of another analyses, but the curriculum of Carlo Chiti was not so bad, and Palmares of Alfa Romeo not so weak, as someone here wanted to show. Moreover, curiously, the man who accused Chiti for such incontrollable spending expelling him from Autodelta, Ettore Massacesi, ruined Alfa Romeo with “genial” Arna project and helped by Romano Prodi, sold the factory for few coins to the FIAT. To finish, Steve McQueen was not the slouch to be ashamed of. As Derek Bell (another dabbler?) considered seriously his driving capabilities, I think that Ickx, Elford or whoever among pros, would not be ashamed to be in Steve’s company on the track.
Absenem qui rodit, hic niger est!
I am truly flattered by the vehemence of the responses to my posting about Chiti and all of his attempts to win nothing with single seaters, which were his obssession.
Also,I am delighted to read the comment of Mr. Creuset chastising my oversight of the Matra championship victory mentioned in a bout of “franco-français” pride.Sorry for forgetting about the truly fantastic person that was Mr.Lagardère.
To Mr. Vladimiro,I can only say that the mother of corruption is to have the State,any State,owning a company that competes in the private sector.Alfa was not ruined by Alfasud but by politics interfering in its management.For Americans I would just mention the US Postal Service of how a state-owned company is managed including the fabulous expansion under the late Lyndon Johnson.The way that AUTODELTA was liquidated and all the inventory (including many complete cars and about 16 truckloads of spares)was absolutely criminal.
Last but not least I mentioned that Mr. McQueen was a nice guy and I agree,a dedicated amateur, and I also met Mr. Chiti as well as a few engineers and people that worked with him at AUTODELTA and still have occasional contact with three of his drivers which Are still alive.
I am flattered by all vehement comments on my posting.I would remind some of you that we are all entitled to have distinctive opinions and should beg to differ.My only apology is to Mr. Creuset for my oversight of Matra’s victory and I promise to have a T-shirt printed “Je suis Lagardère” in the utmost franco-français display of pride.
Also would need to mention that I met Chiti as well as engineers which worked for him and keep in touch with three of his ex-drivers who are still alive.
Regarding the waste and corruption in Alfa Romeo and AUTODELTA I state that they are endemic to all state-owned companies anywhere.For the Americans,my reminder is the US Postal Service and the way it has been managed since the Lyndon Johnson Administration.The shady sale of the Autodelta assets was criminal ,the Alfa Romeo sale was just a bigger ruinous deal.
Again, Mr. Della Noce, you have not discovered anything new, just aggrieved Carlo Chiti and touched a still sensitive button. However, with some of your statements, this time, I do agree absolutely. Those about criminal administration of Autodelta and its heritage. To clear some facts. I think that it would be childish to elevate personal relationship between Chiti and Massacesi to the reason of Chiti’s fall, nor I think that Massacesi hated Autodelta. It was only unlucky conjunction of events, though Chiti hide with difficulty his low level of sympathy for new CEO of Alfa Romeo. Massacesi was just the wrong choice, a manager with no interest for high sport achievements. It was clear from the moment when he tried to sell Autodelta to anyone with declared interest and he sent his plenipotentiary Dott. Mario Felici to bag among Tyrrel and Williams, some offer to disengage AR from its racing division. As nobody attested intentions to take Autodelta as it was, Massacesi and Felici have returned to the old tactics; to gain any success for AR factory, and to blame Autodelta for any fiasco. Chiti was propitious for entrance of Pier Luigi Corbari, a well-introduced person in the world of racing, as a manager of AR racing programs, but absolutely contrary to Giampaolo Pavanello, deus ex macchina invented by Massacesi to resolve leaking of money, caused by bad Autodelta handling. The knife in the back has arrived with decision supported by AR engineers (Surace and Russo among them) to transfer racing division at Senago, depriving Chiti and Settimo Milanese of their role. Here, criminal handling occurred in its entire burden, but without any Chiti’s involvement. Pavanello and his Euroracing has been donated (by decision of AR board and Massacesi personally) with more than 10 billion of old Liras in material, three complete F1 cars, more than 20 engines, turbo prototype and four new engines, all projects and even the old Bisarca for trailing racing cars to the circuits. It was in 1982, and that was the beginning of the Autodelta’s sunset. Ecclestone, a friend of Chiti, was astonished by that decision and he has offered Carlo to open a factory in GB (money and space ensured) and start producing engines for F1 and Endurance, but Chiti, loyal to AR has refused that generous offer (that explain Chiti’s relation with money and business). He was trying to involve Giancarlo Minardi as possible byer of remaining material but Massacesi and Felici did not even answer to Minardi’s tender. In 1984, after another two bad seasons, Chiti was almost exempted and as final humiliation as co-manager was involved Gianni Tonti from Lancia/Ferrari program and Chiti assigned to production cars engines. He gave thanks to that honor and left AR forever. To develop F1 program, money, time and understanding are the first obligation (look at the recent Mercedes experience). The money was truncate by Massacesi and IRI, the understanding and time, you can conclude by yourself.
For Don Black
Dear Don,
What great memories came back to me; when I heard your name and saw your picture. I remember very well our time at 231 Johnson Ave. in the mid-60’s !!!
Best wishes,
Lubin
I had the chance to work with Chiti as my boss for more than five years .
At the beginnings I had a lot of problems due to his strong and strange personality.
But I will never forget his role in my professional growth .
All the comments about the reasons for his successes and failures need a deep knowledge of Italy and Alfa Romeo in those years …. so my suggestion is : forget all the queries and have a sincere look at what Carlo Chiti has really done .
Maurizio Colombo
Maurizio, you are right. CHITI was the “engine” of Autodelta. He may have not always chosen the right path. But without him, nothing would have been possible. He was strange, yes, but he also was a very interesting and charismatic man. I am full of respect for him. Nice to see you feel the same.
Sylvain Crosnier
http://www.hdmotori.it/montecarlo-automobile-arriva-carlo-chiti-stradale-90/
chiti’s last project…….i think.