Brooklands New Year’s Day Meeting – 1st January – Colin On Cars
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Casting around for a replacement for the ageing 2-Litre, AC took up a design by John Tojeiro that used a light ladder type tubular frame, all independent transverse leaf spring suspension, and an open two seater alloy body made using English wheeling machines, possibly inspired by the Ferrari Barchetta of the day.
It was hardly a sporting engine, however, and it was felt that something more modern and powerful was required to put the modern chassis to good use. Top speed leapt to mph with 0—60 mph in the nine second bracket. Overdrive was available from and front disc brakes were an option fromalthough they were later standardised.
In a new 2. These Ford engined models had a smaller grille which was carried over to the Cobra. Also present was a Cobra, or rather a Cobra replica, as this is not one of the now rare and valuable original cars, but rather one of the many recreations built more or less continuously since the s.
I rather liked it. The was an evolution of the Serieswhich replaced thethe first volume production model that Alfa had made. By the time the was launched inAlfa had added the Giulietta family to their range, and these cars were always going to be sell in far greater volume than the larger ones in a world that was still getting back on its feet after the war, but the was an important flagship, nonetheless.
The models ran for 4 years, from toat which point they were updated, taking on the name of Series, with minor styling changes being accompanied by a larger cc engine under the bonnet. As with the models, the new cars were sold in Berlina SaloonSprint Coupe and Spider Convertible versions, along with a dramatically styled SZ Coupe from Italian styling house Zagato and a rebodied Berlina from OSI, all of them with an inline twin overhead cam six cylinder engine of 2.
Just of the Sprint models were made and Spiders, very few of which were sold new in the UK where they were exceedingly expensive thanks to the dreaded Import Duty which made them much more costly than an E Type.
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These days you are more likely to see any of these than the Berlina, though. The saloon car just did not sell, with just of them being made over a 4 year period, making it the least popular Alfa saloon of all time. The one seen only came to the UK a few months ago, from South Africa and is one of less than right hand drive models that were built.
It is one of the later series of cars, with a floor gear change, as opposed to the column change of earlier cars, and with individual front seats as opposed to a bench. As standard, the Berlina had twin Solex carburettors with primary and secondary chokes, the latter being opened progressively for greater smoothness and economy. This one has acquired twin Webers at some point.
It has a hand throttle common on Italian cars of the period and fan motors to demist front and rear screens. There is a five speed gearbox. One down side of a car of this era is the fact there are 16 grease points which need to be attended to every miles. The first car was called the Alfa Romeo Giulia Sprint GT, and was revealed at a press event held at the then newly opened Arese plant on 9 Septemberand displayed later the same month at the Frankfurt Motor Show.
The Giulia Sprint GT can be distinguished from the later models by a number of features including: Inside the cabin the padded vinyl dashboard was characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button.
Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo.
The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. Of these 2, were right hand drive: Alongside the brand new Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in Marchand then tested by the international specialist press in Gardone on the Garda Lake.
Production had began in and ended in The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: The bumpers are the same shape, but are made in two pieces front and three pieces rear with small covers hiding the joining rivets. As a result it produced hp at 6, rpm, an increase of 3 hp over the previous model, and significantly more torque.
The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. Most significantly, the engine capacity was increased to cc displacement. Peak power from the engine was increased to hp at rpm. The stroke was lengthened from 82 to The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring.
For the United States market, the cc engine was fitted with a fuel injection system made by Alfa Romeo subsidiary SPICA, to meet emission control laws that were coming into effect at the time. Fuel injection was also featured on Canadian market cars after Carburettors were retained for other markets.
The chassis was also significantly modified. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring. The GTV also departed significantly from the earlier cars externally. The car also adopted the higher rear wheelarches first seen on the GT Junior.
The interior was also much modified over that of earlier cars. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. The new seats introduced adjustable headrests which merged with the top of the seat when fully down.
The window winder levers, the door release levers and the quarterlight vent knobs were also restyled. The remote release for the boot lid, located on the inside of the door opening on the B-post just under the door lock striker, was moved from the right hand side of the car to the left hand side.
The location of this item was always independent of whether the car was left hand drive or right hand drive. The Series 2 GTV of introduced other mechanical changes, including a dual circuit braking system split front and rear, with separate servos. The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floor-hinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburettors.
Externally, the series 2 GTV is identified by new, slimmer bumpers with front and rear overriders. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design.
That car was the GTV. Introduced intogether with the Berlina sedan and Spider, the 2 litre cars were replacements for the range. The engine displacement was increased to cc. The North American market cars had fuel injection, but everyone else retained carburettors. Officially, both versions generated the same power, hp at rpm. The interior trim was changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars.
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Externally the GTV is most easily distinguished by its grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline, smaller hubcaps with exposed wheel nuts, optional aluminium alloy wheels of the same size as the standard 5.
From the post-war era was this TD Following the loss of coachbuilders Mulliner and Tickford who were now tied to other companiesAlvis turned to the Swiss coachbuilder, Graber whose tradition of producing sleek, modern and very elegant saloons and dropheads proved a good fit in terms of the way Alvis saw their future.
A new four-speed gearbox from the Austin-Healey was incorporated, while the suspension remained similar to the cars predecessor, independent at the front using coil springs and leaf springs at the rear, but the track was increased slightly and a front anti-roll bar added. From the all drum brake set up was changed to discs at the front retaining drums at the rear.
Opening front quarter lights made a reappearance, but the major change was at the rear where a Kamm tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. Famed employee, Tadek Marek, designed the six cylinder engine, which had been enlarged to 3,cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was bhp, rising to bhp in Vantage specification.
After 37 Volante convertibles had been completed on the DB5 short wheelbase chassis, the model adopted the longer DB6 chassis in October A mere DB6 based Volantes were manufactured, and of these only 29 were specified with the more powerful Vantage engine. The engine was not ready, however, so in the company released the DBS with the straight-six Vantage engine from the DB6. Though the body and name was shared with the six-cylinder DBS, the V8 sold for much more. The body was a modern reinterpretation of the traditional Aston Martin look, with a squared-off grille and four headlights though some consider the styling derivative of the early Ford Mustang.
The tail lights were taken from the Hillman Hunter. Other contributions to the weight gain included heavier ventilated brake discs, air conditioning, fatter tyres, a new and stronger ZF gearbox as well as some extra bodywork beneath the front bumper. Output was not officially released, but estimates centre around hp. The DBS V8 could hit 60 mph in 5. The V8 became known as the AM V8, a model retroactively referred to as the Series 2 V8 to separate it from later models.
Visual differences included twin quartz headlights and a mesh grille, a front design which was to last until the end of production in Just Series 2 cars were built.
Although David Brown had left the company, he had overseen development of this model. The car switched back to Weber carburettors for the Series 3 inostensibly to help the car pass new stricter emissions standards in California but most likely because Aston Martin was unable to make the Bosch fuel injection system work correctly. These cars are distinguished by a taller bonnet scoop to accommodate four twin-choke two-barrel Weber carbs.
The car produced hp and could reach 60 mph in 6. Performance suffered with emissions regulations, falling to hp in Production of Series 3 cars lasted from through Octoberbut was halted for all of While earlier V8 cars have louvers cut into the little panel mounted beneath the rear windshield, the Series 3 and later cars instead have a small lip at the bottom of this panel, just ahead of the leading edge of the bootlid. Just Oscar India models were built from through The power of the now de-smogged engines kept dropping on American market cars, down to a low of hp in the early eighties.
Owners of US-specified cars often modify them to have the slimmer European bumpers.
The Volante Series 2 received the same changes; were built. Follow on to the DB7 was the DB9 there has never been a car called DB8 — supposedly because people might have assumed this meant a V8 engineand there was a nice example here.
It was widely praised for the beauty of its lines. It was built on the VH platform, which would become the basis for all subsequent Aston models.
The Aston Martin DB9 was initially launched equipped with a 6. The engine largely sits behind the front-axle line to improve weight distribution. Changes to the engine for the model year increased the power to hp and torque to lb-ft, decreasing the 0 to 60 mph time to 4.
At the rear there was a solid axle on coil springs and hydraulic dampers. The axle was located by a longitudinal link on each side, and by a wishbone-shaped arm linking the top of the aluminium differential housing to the chassis. All Giuliettas save for the last SZ examples had hydraulic drum brakes on all four corners.
The Giulietta used an Alfa Romeo Twin Cam straight-four of cc, with an aluminium alloy engine block and cast iron inserted sleeves. Bore and stroke measured The aluminium alloy cylinder head was of a crossflow design and featured hemispherical combustion chambers.
In a more powerful Berlina version, called Giulietta T. Turismo Internazionale was presented with minor cosmetic changes to the bonnet, the dial lights and rear lamps. Carrozzeria Colli also made the Giulietta station wagon variant called Giulietta Promiscua. Ninety-one examples of this version were built. Carrozzeria Boneschi also made a few station wagon examples called Weekendina.
Mechanical changes were limited to shifting the fuel pump from the cylinder head to a lower position below the distributor, and moving the previously exposed fuel filler cap from the tail to the right rear wing, under a flap. The bodywork showed a revised front end, with more rounded wings, recessed head lights, and new grilles with chrome frames and two horizontal bars. The rear also showed changes, with new larger tail lights on vestigial fins, which replaced the earlier rounded rear wings.
The interior was much more organised and upholstered in new cloth material; the redesigned dashboard included a strip speedometer flanked by two round bezels, that on the T. During the type designation for all models was changed from and to In February the ,st Giulietta rolled out of the Portello factory, with a celebration sponsored by Italian actress Giulietta Masina. In Autumn the Giulietta was updated a second time. Both Normale and T. With this new engine the car could reach a speed of almost mph.
At the front of the car square mesh side grilles were now pieced together with the centre shield, and at the rear there were larger tail lights. June saw the introduction of the Alfa Romeo Giulia, which would eventually replace the Giulietta.
As until the Giulia only had a larger 1. The Giulietta sport models had a different fate: Sprint, Sprint Speciale and Spider were fitted with the new 1.
A few of the model are used in historic racing where the car takes on the might of those with far larger engines. The original Spider shape was the result of a number of Pininfarina design studies, concept cars showing traits incorporated in the final production design.2018 New Year’s Day event - More Vehicles arriving - in 4K
It did without the rear fins of the Sperflow and Superflow II, showing for the first time the rounded cuttlebone-shaped tail and tail light configuration of the Spider. Very close to the shape of the production car, its main design differences were at the front, due to hideaway headlamps. Despite the almost final design being ready inthe continuing success of existing models and the economic challenges facing Italy at the time meant that the first pre-launch production Spiders began to emerge from the Pininfarina production line only at the end of To choose a name for the spider Alfa Romeo announced a write-in competition, offering an example of the new car as a prize.
Overballots were sent in, the great majority from Italy; the winner was Guidobaldo Trionfi, a man from Brescia, who proposed the name Duetto duet. However the Duetto name could not be officially adopted due to trademark issues, and the car was named simply Alfa Romeo Spider Sparsely fitted inside but including five speed manual transmission and disc brakes, the price on launch in Italy was 2, lire.
All were powered by the same engine, a new 1, cc, hp version of the Alfa Romeo twin cam engine. Top speed rose to mph.
During the production run, the front repeater lights were moved ahead of the wheel arches. According to Alfa Romeo engine output and performance were unchanged from the carburetted version. Modifications were also made to the suspension, brakes, electrics, wheels and tyres, though the car looked effectively the same.
From a mechanical standpoint the Junior differed from the only in engine displacement and output, while inside it lacked some features of the pricier model: From outside the Junior version could be recognised by its black-coloured lower front bumper and absence of plastic headlamp fairings.
This appearance gave worldwide celebrity to the Spider. The car depicted on screen had its engine note accurately recorded, and electrical foibles the non-functional fuel gauge reproduced.
Final Alfa here was a late model Sprint Green Cloverleaf. There had been a much longer wait for a Coupe version of the AlfaSud than there had been for the larger Alfetta, with the Alfasud Sprint being presented to the press in September in Baia Domizia and shown at the Turin Motor Show in November some five years after the launch of the saloon.
Designed by Giorgetto Giugiaro like the AlfaSud, whose mechanicals it was based on, it had a lower, more angular design, featuring a hatchback, although there were no folding rear seats. Mated to the flat-four was a five-speed, all-synchromesh gearbox. The interior was upholstered in dark brown Texalfa leatherette and tartan cloth. Options were limited to alloy wheels, a quartz clock and metallic paint.
In May the AlfaSud Sprint underwent its first updates, both cosmetic and technical. Engine choice was enlarged to two boxers, shared with the renewed AlfaSud ti, a 78 hp 1, cc and a 84 hp 1, cc; the earlier cc unit was not offered anymore, remaining exclusive to the AlfaSud.
Outside many exterior details were changed from chrome to matte black stainless steel or plastic, such as the wing mirrors, window surrounds and C-pillar ornaments; the B-pillar also received a black finish, the side repeaters changed position and became square, and the front turn signals switched from white to amber lenses. In the cabin the seats had more pronounced bolsters and were upholstered in a new camel-coloured fabric.
Thanks to double twin-choke carburettors each choke feeding a single cylinder and a higher compression ratio engine output increased to 85 hp and 94 hp, respectively for the 1. In February Alfa Romeo updated all of its sports cars; the Sprint received a major facelift. Thereafter the AlfaSud prefix and Veloce suffix were abandoned, and the car was known as Alfa Romeo Sprint; this also in view of the release of the Alfa Romeo 33, which a few months later replaced the AlfaSud family hatchback.
The Sprint also received a platform upgrade, which was now the same as that of the Alfa Romeo 33; this entailed modified front suspension, brakes mounted in the wheels instead of inboard like on the AlfaSud, and drum brakes at the rear end. Three models made up the Sprint range: A multitude of changes were involved in the stylistic refresh; there were a new grille, headlamps, wing mirrors, window surrounds and C-pillar ornaments. Bumpers went from chrome to plastic, and large plastic protective strips were added to the body sides; both sported coloured piping, which was grey for 1.
At the rear new trapezoidal tail light assemblies were pieced together with the license plate holder by a black plastic fascia, topped by an Alfa Romeo badge—never present on the AlfaSud Sprint. In the cabin there were new seats with cloth seating surfaces and Texalfa backs, a new steering wheel and changes to elements of the dashboard and door panels.
The newly introduced 1. Its engine was the 1, cc boxer, revised to put out hp at 6, rpm; front brake discs were vented and the gearing shorter. Inside a three-spoke leather-covered steering wheel, green carpets and sport seats in black cloth with green embroidery.
In November the Sprint was updated for the last time; the 1. The 1, cc engine was directly derived from the 33 1. A fuel injected and 3-way Catalytic converter-equipped 1. There were a total ofSprints produced during its lifespan, which lasted from to The Sprint had no direct predecessor or successor. ALVIS The Alvis Owners Club had reserved a parking area which was right in front of the Wellington Hangar, and by mid-morning it was filled with an impressive assembly of these most British of sports-luxury cars, with just one interloper also British and not dissimilar in concept.
Made between andthe TC21 was an update of the 3 Litre. The car was available in four-door saloon and drophead versions essentially the same as the TA The saloon bodies were made for Alvis by Mulliners of Birmingham and the dropheads by Tickford. The 2, cc engine was upgraded to produce bhp by modifying the cylinder head and fitting twin SU carburettors.
Suspension was the same as the TA 21, independent at the front using coil springs with leaf springs at the rear. The 11 in drum brakes using a Lockheed system were also retained. However this update found few buyers during a very difficult year for the British Motor Industry and though it remained in the catalogue and continued to be advertised it was in practice replaced by the Grey Lady. The final drive ratio was raised from 4. A paired front fog lamp and matching driving lamp became a standard fitting.
A heater was fitted as standard but a radio remained an expensive option.
A saloon version tested by The Motor magazine in had a top speed of A fuel consumption of His opening gambit was that this Alvis was now one of the few British cars that did not look American and, he said, there was little concession to the cult of streamlining beyond the two air scoops in the bonnet. He wrote that spacious internal headroom and wire wheels completed that picture.
However the front seats were comfortable and rear seat passengers received padding on the wheel arches surmounted by armrests. Leather upholstery, pile carpets and walnut facings for the dashboard and lower parts of the window frames completed the traditional picture.
Nonetheless, examples of the model were produced. Following the loss of coachbuilders Mulliner and Tickford who were now tied to other companiesAlvis turned to the Swiss coachbuilder, Graber whose tradition of producing sleek, modern and very elegant saloons and dropheads proved a good fit in terms of the way Alvis saw their future. A new four-speed gearbox from the Austin-Healey was incorporated, while the suspension remained similar to the cars predecessor, independent at the front using coil springs and leaf springs at the rear, but the track was increased slightly and a front anti-roll bar added.
From the all drum brake set up was changed to discs at the front retaining drums at the rear. The car would be updated in to create the TE21, with its distinctive dual headlights proving a recognition point, and the later TF21, continuing in production until at which point Alvis ceased car manufacture. The two examples of the marque here were the last model that the firm produced, the Sapphire. A replacement for the Whitley, the Sapphire was first seen inand extended into quite a range of different models over the next 8 years.
The first model to bear the Sapphire name was theintroduced late in for sale in and continuing until The front suspension was independent coil springs with a rigid axle and leaf springs at the rear. The body was available as a four- or six-light two or three windows on each side at the same cost and with either a bench or individual front seats.
The seats were finished in leather, with the dashboard and door-cappings in walnut veneer. A heater was standard. It became available with a Rolls-Royce four speed automatic transmission with the introduction of the Mark II in A long-wheelbase model was launched in as a limousine version which had the pre-selector gearbox as standard, however, there was an optional four-speed manual column-change gearbox available.
Next to appear were the cheaper Sapphire and cars. They were identical in appearance but sold with different engines having different performance characteristics. The could be purchased with wire wheels as an optional extra. The was produced from to and used a four-cylinder 2, cc version of the engine. The transmission was a manual four-speed gearbox with optional overdrive. It was a genuine mph car intended for the man who liked high performance, and of them were produced.
The was made between and and used the six-cylinder 2, cc engine previously seen in the Whitley. Overdrive was an option on either transmission. This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon, and were produced.
InArmstrong-Siddeley showed what would turn out to be their final model, and the car seen here, the Star Sapphire. Little changed externally from thethe radiator grille no longer rose to the top of the bonnet, and there were other detailed changes, including concealed door hinges and the fact that the front doors now hinged at their leading edge.