Alfa Romeo 1750 GT Am (1970)
The 33.3-litre with six-speed gearbox is the development of the previous 'two-litre' version. It was fitted out with a 2998 cc, V8 engine with four valves and indirect injection and delivered 400 HP at 8000 rpm. The monocoque bodyshell chassis was formed by aluminium and titanium panels with a wheelbase practically the same as the 33.2. Its top speed was 330 km/h, and it was the 1971 version that collected the highest number of wins, including the one at the Targa Florio with Vaccarella and Hezemans.
33.3-litre Le Mans (1970)
The car competed in the Deutsche Tourenwagen Meisterschaft (DTM) which was by far the most prestigious touring car racing championship in the early nineties. At first, all competitors were exclusively German but then in 1993 Alfa Romeo decided to take part officially with the 155 V6 Ti driven by Alessandro Nannini and Nicola Larini and with other cars entered by semi-official teams. The debut was resounding: the 155 V6 Ti won both rounds in the first race in Zolder (Belgium). By the end of the season, Larini had won no fewer than 10 out of 20 races, which added to Nannini's two wins and the many podiums and good standings of the two Italians, secured the constructors' title for Alfa Romeo and the drivers title for Larini. It was nothing short of a shock for the Germans, who reluctantly accepted that the top level 1993 DTM championship had gone to an Italian brand in the year of its debut.
Alfa Romeo 155 V6 Ti DTM (1993)
The exciting story of this race car began in 1976, after the World Sportscar Championship won by the '33 TT 12' in 1975, when Autodelta – the Alfa Romeo racing department – decided to join Formula One by supplying the Brabham team with the 500 HP 12-cylinder boxer engine on the '33' itself. Actually, Alfa Romeo had already supplied the engines for a March car in 1971, but the experiment was immediately put on hold. The so-called 'Brabham-Alfa' was presented in 1976. The car maintained the classic 'Martini Racing' livery with the base colour switched from white to red, to honour the Italian auto maker. The entire operation was orchestrated by the engineer Carlo Chiti, founder of Autodelta, and by Bernie Ecclestone, who owned the Brabham team at the time. The talented Gordon Murray designed the car, built around the overall dimensions of the Alfa Romeo 'flat' engine and distinguished by two side periscope scoops to feed the twelve cylinders. In 1976 the official drivers of the Brabham 'BT45' were Argentinian Carlos Reutemann (ARG) and the Brazilian rising star Carlos Pace (BRA). This initial season was 'preparatory': the three fourth standings, two of which by Pace and one by Reutemann, were the most significant results.
Brabham BT45-Alfa Romeo (1977)
Based on the two door body of the first series, the Fiat 131 Abarth Rally was equipped with a four-cylinder twin camshaft engine derived from the Fiat two-litre and developed by Abarth. The road version had a 1995 cm3 displacement and delivered a power of 140 HP beefed up to 235 on the racing version. It was the 'golden age' of the so-called Group 4: technical rules allowed teams to convert everyday family sedans into authentic race cars. The brand won the constructors' world championship for the first time after its debut in 1977 with the Fiat 131 Abarth Rally. The title was successfully defended the following year and won once again in 1980 thanks to the many victories of the duo Markku Alén - Walter Röhrl: the German won the drivers' championship title in 1980. Had there been an official drivers ranking in 1977 and 1978, Alén would have been world champion already back then.
Fiat 131 Abarth Rally Gr.4 (1976)
The design of the LC 2 benefited from the experience gathered over four racing seasons: Lancia returned to competitions in 1979 with the Beta Montecarlo Turbo, which made its debut at the 6 Hours of Silverstone and also took part in the Coppa Florio, once again driven by Riccardo Patrese. Lancia won the World Sportscar Championship and the German Sports Championship in 1980 and repeated the daring feat in the World Endurance Championship in 1981. Following that, 1983 was that of the LC 2, the first Group C car made by Lancia. The engine – a 2.599 cc V8 with four valves per cylinder – was made by Ferrari: it featured one-of-a-kind Weber indirect electronic injection and was supercharged by two large KKK turbines. Peak power was approximately 950 HP. The frame monocoque was made of Avional with front and rear magnesium ribs. Pininfarina fine-tuned the aerodynamics and created the bodywork which, despite not fitting side skirts, had remarkable ground effect. The LC 2 was not very successful in its debut season: despite the teething problems, it took a few pole positions and won the race in Imola, the last of the season, with Teo Fabi-Hans Heyer. The LC 2 was further developed over the next three years (1984, 1985 and 1986) and celebrated a one-two in 1984 with Patrese-Nannini and Wollek-Barilla at the Nine Hours of Kyalami. Other important results were Patrese-Wollek-Baldi's win in the 24 Hours of Spa in 1985, while De Cesaris-Nannini came second in Monza in 1986.
Lancia LC 2 (1983)
The Lancia Delta Integrale was the star of the thrilling Group A Rally World Championship in 1991 when the constructors' title went to Lancia and the drivers championship to Juha Kankkunen, who had been the undisputed leader of the season. The Finn, once again with team mate Juha Piironen, prevailed in the Safari Rally, the Acropolis, the 1000 Lakes Rally, in Australia and in Britain. He totalled five wins at the wheel of the car which had achieved a perfect level of performance and reliability after the resounding successes that it had reaped since its first appearance in 1987. Lancia was competing with the Delta 4WD fitting a two-litre turbo engine and all-wheel drive. Over 5000 standard production units were made and the car was approved in Group A and Group N. It debuted in the Monte Carlo Rally in 1987, the first of the Championship, with an assertive one-two: Miki Biasion first and Juha Kankkunen second. It was the first of a long series of wins which propelled Lancia to win the constructors' championship and Kankkunen the drivers'. The one-two in Monte Carlo 1987 was repeated the following year. The World Sportscar Championship ended with 10 wins in 11 races and continued in 1989, when the Delta broke another record winning all 12 races in the World Sportscar Championship calendar in a row. This was followed in 1990 by another triumphant season for Lancia, which won the World Sportscar Championship once again. The Lancia Delta HF Integrale 16v Group A fitted a four-cylinder twin cam engine with 16 valves and supercharged with turbocharger. It delivered 295 HP at 7000 rpm and could propel the car to 215 km/h. Permanent all-wheel drive, three differentials, six-speed dog ring gearbox and front and rear independent suspension with MacPherson elements completed the technical features of the car. Mopar On the iconic backdrop of Goodwood, Mopar®, the official partner of FCA brands for customisation and after-sales services, is introducing an exclusive colour line dedicated to Alfa Romeo Stelvio featuring elegant glossy dark Miron colour grille 'V, mirror caps, rear skid plate and 20-inch alloy rims.
Lancia Delta HF Integrale 16v Gruppo A (1989)