1971 Alfa Romeo GTAm (Tribute)

Ciao Bella Finds a New Home

2010-01-22T19:56:00.000-08:00

Ciao Bella Finds a New Home

Crazy as this may sound, I had mixed feeling about selling my custom restored/modified "dream car", especially since the Alfa Romeo marque is celebrating its 100-year anniversary. The car affectionaly named "Ciao Bella" has a lot of sentimental value (far exceeding its dollar value in this current market)... and I had over the past months half-heartily placed it on Craig's List and eBay a number of times. I even placed ads in Alfa Owners and Vintage Race Car magazines.

But last week I decided to place it on eBay for Auction with a low reserve. It was the week before Myr Leake (Al's widow) visited.... felt sort of weird about it. But I figured I just did my "thing" with the car... was a project I saw through to completion, took her to a few car shows and won some awards and trophies with her... did not plan on racing the car (for which she was designed) so I felt it was time to pass her along to another who would driver her the way she was intended. Plus Sharon and I could use the coin to start work on our "next project" the restoration of a historic home in Conway, SC.

Myr's visit was nice. We stayed in and we cooked dinner, had a bottle of California boutique wine and talked about old times with Al. She was on a trip from Mass to FLA to visit family and friends and stopped by to spend the night with us. This was also the 2-year anniversary of Al's passing (end of Jan.) so this whole thing came full circle.

Anyway, the eBay Auction ended without anyone [16-bidders, with some 71 folks "watching" the item and over 3000 views (hits) to the site] meeting my reserve. Non-the-less I had two folks contact me post-auction to see if Ciao Bella was still available. Dr. Humberto Machado a cardiologist in Miami, FL won out with the highest offer and purchased the car on 1/20/2010. She has a new home with a true Alfisti who will protect and use her as she was meant. So that being said, all my "Italian Women" are out of the house.... (picture above was how my garage was filled in 2008 when I had two Italian exotics)

AR Corse

2010-01-01T00:00:00.000-08:00

2009-11-30T10:59:00.000-08:00

$38,000 USD OBO

Hilton Head Concours d'Elegance 2009

2009-11-01T16:54:00.000-08:00

Entered my Alfa Romeo GTAm into the 2009 Hilton Head Island Concours d'Elegance & Motoring Festival. It was one of 150 cars selected for this years event.

Here is my car in the GT Touring Class (actually it is between classes as it could also have been entered in the Mixed Racers class). While the mix of cars entered this year was not as great as I have seen in past years. According to officiators the public turnout was the greatest ever in the 8 year history of this annual event. My Alfa was well received by both Alfisti, enthusiasts and the general public alike. Apparently some of the judges didn't "get it".

2009 EURO Auto Fest (Redux)

2009-10-30T17:38:00.000-07:00

2009 Awards

Corporate Awards

Corporate Award	Marque	Model	Winner
Best Fit & Finish Award-Ed Seagrave's Award	TRIUMPH	1959 TR3A	Doug Carlisle
Best Old Timer's Award	MG	1980 MG4	Russ Lafevre
Best Sports Car Award	MORGAN	1962 PLUS 4 SUPERSPORTS	RICHARD FOHL
Collectors' Choice Award	FERRARI	1976 BB512	KEVIN FIELDEN
Founders' Award			MAUREEN HALLMAN
Enthusiast Award		Bill Phillips Memorial	DANNY RICHARDSON
Keynote Award	MORGAN	1938 4/4	CARLTON SHRIVER
Open Road Award	ASTON MARTIN	2005 DB9	TREVOR THOMPSON
People's Choice	MORGAN	1933 SUPER SPORT	RAY MORGAN
Host City Award	MORRIS	1953 MINOR	THOMAS GREENE

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Class Award Winners

Marque	Model	Winner	Place
Austin Healey	1954 100‐4	JOHN BURTON	1st
Austin Healey	1962 3000 MK II	WILBUR WRIGHT	1st
Austin Healey	1960 3000 MKI	JERRY PRICE	2nd
Austin Healey	1967 3000 MK III	BOB & DOLORES BARTON	1st
Austin Healey	1967 BJ8 3000 MK III	CHUCK REEVES	2nd
Austin Healey	1967 3000 MKIII BJ8	ALAN TEAGUE	3rd
ALFA ROMEO	1971 GTAM / GTV	J. P. SALEEBY, MD	1st
AUDI	2006 A3	SARAH STALEY	1st
AUDI	1982 COUPE	BILL GERWIG	2nd
BENTLEY	2007 CONTINENTAL GTC	GARY & MAGGIE HIBLER	1st
BENTLEY	1963 S3	FRITTS L BIESECKER	2nd
BMW	1972 3.0CS	AMY LESTER	1st
BMW	1971 2800CS	JOHN ANDERSON	2nd
BMW	1974 2002	BOB COX	3rd
ALPINA	1984 B9 3.5	MICHAEL GRAY	1st
BMW	1994 325is	DARYL GOERCKE	2nd
BMW	1988 325IC TURBO	MICHAEL HODNETT	3rd
BMW	1988 M6	JAMES ASWELL	1st
BMW	1987 M6	ANITA PATTON	2nd
BMW	2000 M COUPE	SCOTT HANF	3rd
BMW	1991 Z1	JEFFREY S JENNINGS	1st
BMW	2002 Z8	DOUG DOLAN	2nd
BMW	1994 840	BRUCE & JEANNE BRUTSCHY	1st
BMW	1996 840CI	BRAD MITCHELL & JONNA CLARK	2nd
BMW	1995 840CI	RICHARD DAVIS	3rd
BMW	1994 850 Csi	ROGER & MARCIA WRAY	1st
BMW	194 850 CSI	RANDY MUECKE	2nd
BMW	1991 DINAN 850TT	GREG HABEL	3rd
CHRYSLER	2007 CROSSFIRE	ALLEN WEBSTER	1st
CHRYSLER	2005 CROSSFIRE SRT‐6	JIM ROBERTSON	2nd
CHRYSLER	2008 CROSSFIRE	JOANNA WEBSTER	3rd
FERRARI	1972 246 GT DINO	DEAN STRIBLING	1st
FERRARI	1988 TESTAROSSA	DICK PRESTON	2nd
LAMBORGHINI	2001 DIABLO‐2001	RALPH GRESENS	1st
MASERATI	1968 MISTRAL SPYDER	IVAN & MYRNA RUIZ	2nd
FIAT	1979 2000 SPIDER	DAVID & YVONNE BRAUGHT	3rd
JAGUAR	1956 XK 140 OTS	GERALD & NAOMA ELLISON	1st
JAGUAR	1969 E‐TYPE SERIES II OTS	DAVID KIRKMAN	1st
JAGUAR	1972 E‐TYPE	BRUCE ROBILLARD	2nd
JAGUAR	1963 XKE ROADSTER	BOB DALY	3rd
JAGUAR	1972 XJ6 SERIES 1	BRIAN & LINDA HERNAN	1st
JAGUAR	1986 SOVEREIGN	KENDALL GRIFFIN	2nd
JAGUAR	1995 XJS	PHILIP J SPINELLA	1st
JAGUAR	1997 XK8	PEGGY KOEPNICK	2nd
JAGUAR	1997 XK8	EVAN AMAYA	3rd
LOTUS	1958 SEVEN SERIES 1	DEAN & CLAUDIA GIACOPASSI	1st
LOTUS	2005 ELISE	BOB HARRIS	2nd
LOTUS	1991 ELAN M100	TOM HACKNEY	3rd
MERCEDES BENZ	1957 300SL ROADSTER	MARK RICHEY	1st
MERCEDES BENZ	1966 230 SL	JOHN O SALAZAR	2nd
MERCEDES BENZ	1984 280 SL	EBERHARD MERKER	3rd
MERCEDES BENZ	1962 220 SE CABRIOLET	BRUCE DICKEY	1st
MERCEDES BENZ	1982 240D SEDAN	MARK RICHEY	1st
MG	1954 TF 1500	JACK PORTER	1st
MG	1952 TD	BELTON O'NEALL	2nd
MG	1959 A	STEPHEN COSS	1st
MG	1958 A COUPE	EDDIE SAUNDERS	2nd
MG	1970 B	JOCELYN L DAVIS	1st
MG	1969 C ROADSTER	BRAD WIK	2nd
MG	1977 B	JOHN WILLIAMSON	1st
MG	1974 B	NORM DAVIES	2nd
MINI	1965 AUSTIN COOPER S	ANDREW KRUEGER	1st
MINI	1963 850 SDL	DIRK HARDTMANN	2nd
MINI	1960 MORRIS	LORRI PAYNE	3rd
MINI	1996 ROVER CLASSIC COOPER	WILLIAM KING	1st
MINI	1974 AUSTIN COOPER	PHIL PROFILI	2nd
MINI	1989 30TH ANNIVERSARY	BARBARA KENNEY	3rd
MINI	1972 MORRIS	GEORGE ROSSELLE	1st
MINI	1976 LEYLAND MOKE	MIKE & SHEILA MCMILLAN	2nd
MINI	2005 COOPER S	LUTHER A SHIELDS	1st
MINI	2006 COOPER S	ART PAYNE	2nd
MINI	2006 COOPER S	KENNETH KNOUFF	3rd
MINI	2009 CLUBMAN	JOHN C TAGGART, JR	1st
MORGAN	1933 SUPER SPORT	RAY MORGAN	1st
MORGAN	1934 F4	GRAEME ADDIE	2nd
MORGAN	1953 PLUS 4	GENE SPAINHOUR	1st
MORGAN	1967 PLUS 4	JOE TOPINKA	2nd
MORGAN	1952 PLUS 4	SUSAN HAYNES	3rd
MORGAN	1965 4/4	ANDY LEO	1st
MORGAN	1999 4/4	ELEANOR NABNEY	2nd
MORGAN	1938 4/4	CARLTON SHRIVER	3rd
MORGAN	1970 PLUS 8	MORGAN BONDON	1st
MORGAN	1977 PLUS 8	DAVID CHILES	2nd
MORGAN	1991 PLUS 8	JOHN TULEIBITZ	3rd
MORGAN	2005 ROADSTER	JUDY & PAT BUCKLEY	1st
MORGAN	2005 V6 ROADSTER	CYRIL BROWN	2nd
MORGAN	2005 ROADSTER	GORDON KING	3rd
MORRIS	1955 MINOR TRAVELLER	ZACHARY A MERRILL	1st
OPEL	1973 GT	ROY BELL	1st
PORSCHE	1958 COUPE	BRUCE MCINTYRE	1st
PORSCHE	1970 914‐6	FRANK GREGG	2nd
PORSCHE	1963 356B SUPER 90	BOB KUCHENBECKER	3rd
PORSCHE	1972 911E	JOSEPH R ESPOSITO	1st
PORSCHE	1973 911 T	TERRY KEISLER	2nd
PORSCHE	1988 930 (911 TURBO)	PAUL DENGLER	1st
PORSCHE	1989 911 CARRERA	MIKE JONES	2nd
PORSCHE	1984 930S	SANDY SHIRLEY	3rd
PORSCHE	2003 996 CARRERA 2	PAUL D LUESKOW	1st
PORSCHE	2006 CAYMAN S	TIM ZIEGENFUS	2nd
PORSCHE	1998 911 (993 C2S)	JOHN BABINSKI	3rd
PORSCHE	1989 928 GT	ED TROTTIER	1st
PORSCHE	1995 928 GTS	ALBERT PAIEWONSKY	2nd
ROLLS ROYCE	1984 CORNICHE	THOMAS LEMPICKE	1st
ROLLS ROYCE	1976 CAMARGUE COUPE	MARK MEACHEM	2nd
ROLLS ROYCE	1957 PHANTOM V	JOHN HAULBROOK	3rd
SAAB	1999 VIGGEN	ED SMITH	1st
SAAB	1999 9‐3	CYNDI JONES	2nd
CITROEN	1980 CX	JOHN & BARBARA RIGBY	1st
CITROEN	1970 AK400	HOLLY BOROS	2nd
DELOREAN	1981 DMC‐12	STEVE MILLER	1st
MERKUR	1988 XR4Ti	CARL TROST	2nd
DELOREAN	1981 DMC 12	DARREN DECKER	3rd
SUNBEAM	1965 TIGER	JERRY & FRAN TOLBERT	1st
LAND ROVER	1951 SERIES I	MIKE BROSS	1st
LAND ROVER	1991 DEFENDER	EVAN AMAYA	2nd
TRIUMPH	1959 TR3A	WYNDELL & OLIVIA BURDEN	1st
TRIUMPH	1968 TR250	NORMAND SAVARIA	2nd
TRIUMPH	1959 TR3A	DOUG CARLISLE	3rd
TRIUMPH	1972 TR6	JOSEPH GRANT	1st
TRIUMPH	1971 TR6	MORRIS GREENE	2nd
TRIUMPH	1974 TR6	GARY PEELER	1st
TRIUMPH	1980 TR8	JACK & CAROLINE MCGAHEY	1st
TRIUMPH	1973 STAG	MARILYNN & OBIN HAMRICK	2nd
TRIUMPH	1963 SPITFIRE	LONI CROSTIC	1st
VOLVO	1968 P1800 S	CHARLES WILBERGER	1st
VOLVO	1967 122 S	JERRY & DARLENE SIRA	2nd
VOLVO	1967 P1800 S	CHARLES WILBERGER	3rd
VOLVO	2004 V70R	ZEKE MASSIE	1st
VOLKSWAGEN	1964 BEETLE	CHRISTOPHER YEAGER	1st
VOLKSWAGEN	1960 BEETLE	THOM KELLEY	2nd
VOLKSWAGEN	1972 BEETLE	HAROLD BILICH	3rd
VOLKSWAGEN	2002 GTI	MICHAEL HOUCK	1st
VOLKSWAGEN	1992 16V GTI	SCOTT CAUFIELD	2nd
VOLKSWAGEN	1999 GTI	ADAM STALEY	3rd

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Crowd Pleasers

Marque	Model	Winner
AUSTIN HEALEY	1967 3000 MK III	BOB & DOLORES BARTON
ALFA ROMEO	1971 GTAM / GTV	J. P. SALEEBY
AUDI	2001 TT QUATTRO ROADSTER	JOSEPH CITENO
BENTLEY	1950 MK VI	JEFF TREPEL
BMW	1960 DECARLO 600	BOB COX
CHRYSLER	2007 CROSSFIRE	ALLEN WEBSTER
Ferrari	1972 246 GT DINO	DEAN STRIBLING
LAMBORGHINI	2001 DIABLO‐2001	RALPH GRESENS
Jaguar	1958 XK150 DHC	LLOYD GILLESPIE
LOTUS	1958 SEVEN SERIES 1	DEAN & CLAUDIA GIACOPASSI
MERCEDES BENZ	1957 300SL ROADSTER	MARK RICHEY
MG	1954 TF 1500	JACK PORTER
MINI	1965 AUSTIN COOPER S	ANDREW KRUEGER
MORGAN	1933 SUPER SPORT	RAY MORGAN
MORRIS	1955 MINOR TRAVELLER	ZACHARY A MERRILL
OPEL	1973 GT	ROY BELL
PORSCHE	1955 SPEEDSTER	L. JULIAN HARDY
ROLLS ROYCE	1951 SILVER DAWN	ROBERT PRYOR
SAAB	1977 99 EMS	SCOTT KRANING
CITROEN	1970 AK400	HOLLY BOROS
ASTON MARTIN	2005 DB9	TREVOR THOMPSON
SUNBEAM	1965 TIGER	JERRY & FRAN TOLBERT
LAND ROVER	1951 SERIES I	MIKE BROSS
TRIUMPH	1959 TR3A	DOUG CARLISLE
VOLVO	1961 P210 DUETT	KENNY & KATHY SEELEY
VOLKSWAGEN	1966 21 WINDOW MICROBUS	CLIFF & DENISE STYLES

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http://www.euroautofestival.com/awards_2009.html

EuroAutoFest2009

2009-10-18T14:03:00.000-07:00

At this year's wet and wild Euro Auto Fest in Greer, SC (home to the USA BMW plant) this annual festival of European marque cars featured the Morgan as the honored marque.

I walked away with the 1st place (best in class/Alfa Romeo) plaque and a Crowd Pleaser plaque. Not a bad take for the weekend.

These awards are to honor the memory of Al.

A few additions were made to the car last month by Giuseppe of Alfa Imports in Charlotte, NC. They included a boss red oil pan protector and a few minor adjustments to get her in tip top shape for this show and the Concours d'Elegance in Hilton Head Isl., SC end of this month.

Ciao Bella

2009-01-25T14:36:00.000-08:00

jpsaleeby@aol.com or call (912) 656-2297

For more pictures and info scroll down.

VIN: AR 1532263*
Engine block number: AR 06224*048772*

Autodelta, Alfa Romeo's competition arm, prepared the GTAm from stock GTVs for the European Touring Car Championships. In 1970, the GTAms won six of nine races, and the Dutch driver Toine Hezemans secured the European Driver's Championship. These cars were raced successfully in the early 1970's.

There is controversy regarding the "Am" in GTAm. Some state that "America" is an interpretation; the other reading is "Alleggerita maggiorata" [meaning lightweight modified (made bigger) in Italian], the later probably being correct. The GTAms were lighter than their sister GTVs as the bonnet and trunk lids were fiberglass as well as the doors and fenders.

Only some 44 original GTAms are known to have been produced by Auto Delta.

2008 Euro Auto Fest in Greer, SC

2008-10-18T14:05:00.000-07:00

BMW's Euro Auto Fest in Greer, SC

The "clan" in front of a row of BMW 8-series

While I advanced registered my Alfa for this years event (missed getting it in last years because she was still in California). I decided NOT to drive her through the horrible rain storms we were having on the eastern side of the state. Did not want to subject my baby to 3.5 hrs of yucky rainy driving. There is always next year. However, did show up to check out the cars. Not as big a turnout as last years event. This year the honored marques of Sweden. Of the Alfa's there I would have had NO problem coming away with Best in Class/Marque.

One happy and LUCKY kid!

Darren Frank's most beautiful 1969 Iso Grifo was once again present at the show and Michael was offered the chance by the owner to sit inside. Lets just say he didn't hesitate. Was very proud when he thanked Darren (without prompting mind you) for the honor. Nice to see a fellow who shares the love of cars with kids (even a pristine collectible valued at over $365,000).

There were Jags...

There was even a 300SL Benz...

....and even a handsome row of early model Volvo sports cars.

"Best in Class" at The Grand Concours d'Elegance

2008-10-04T17:13:00.000-07:00

My Alfa GTAm won 1st in Class in European Sports car class.

Cars on the Field at the Grand Concours. Hotel in the backdrop.

Ciao Bella appears in Alfa Owner Magazine

2008-09-09T07:09:00.000-07:00

The September 2008 issue of Alfa Owner Magazine featured an article written by me on the history of my Alfa (AR 1532263*) in the "Our Alfas" column. It commemorates the work done by Al Leake of PMA / Alfa Romero Restorations & the shop in Raleigh, NC (Apex Vintage Racing) on completing the 3 year restoration-modification of this GTV.

1st car show = 1st in Class trophy

2008-08-16T12:34:00.000-07:00

1st in Class at "Its a Gas" Car Show

August 16th.... Its a Gas Car Show in Lexington, NC. My Alfa won 1st in Class in the Euro/Mini Division. Michael was on hand to collect the trophy. We drove the car from Durham, NC for the show. She ain't no trailer queen.

My Alfa alongside some competition... a Triump and a Corvair

Seems a little out of place, this classic Italian Bertone designed racer next to a modified American Hot-Rod. Muscle Car guys continued to flock around this Italian beauty.

Michael next to a 1994 example of a souped-up Mazda RX-7, reminiscent of the one I had and loved so much.

Some classic Americans rounded out the show. Got Black?

Whats in my garage?

2008-06-28T07:38:00.000-07:00

My Garage

1971 GTAm

2002 Maserati GT and the 1971 Alfa GTAm

Beautiful Italian pair

* * *

Updated with a new pic. Since I totaled the Maser (long story don't ask... but if you must know visit www.MaseratiGT.blogspot.com) the replacement was a bit more on the practical side... a 4-seater, convertible European Sports car with a bit lower maintenance cost.. a 2006 Audi A4 Quattro (AWD) Convertible [is really the wife's car, but I get to chauffeur her around in it]

Ciao Bella (1971 Alfa Romeo GTAm)

2008-05-23T10:55:00.000-07:00

Ciao Bella

Final product of a 2.5 year restoration to take a 1971 GTV (1750) and transform to a GTAm
(2L European Twin-Spark Engine)

Custom fabricated "one-off" nurf bars (to make her street legal)

2000 cc Twin-Spark Electronically Fuel Injected European Power Plant

Specs: est. 148 - 150 bhp (~110 kW) @ 5800 rpm

186 N-m (137 lb-ft) @ 4000 rpm

Compression: 10.10 : 1

Bo Mot Fuel Injection

Engine sourced from mid-80's Alfa 75

(this car has not been dyno tested)

Fuel pump and filter lay anterior to fuel cell

ATL 12 gallon fuel cell with remote level fuel gauge

Battery could be moved to trunk [cut out exists (aluminum panel)]

Notice the clouds reflecting in the "mirror-like" finish. A $12K Concours d'Elegance Paint job.

OMP CarbonFiber Racing Seat + Simpson 4-point Racing Harness

with and without complete roll cage set. The drivers side and passenger side have removable SCCA approved roll cage side impact bars. The top picture shows without the bottom with the side impact bar in place.

Rear seat area (with fire extinguisher) [side view]

cockpit

Rear Right suspension, fuel cell box (in red), Springs and Koni Shocks
BFGoodrich Tires 95% tread. Absolutely NO RUST, Stainless Exhaust.

Trunk.. view of fuel cell, fuel pump/filter system and Right rear wheel well and fiberglass fender from inside. Nice fit and finish.

----------

>$55,000 in receipts and cost for restoration/modification of the original GTV.
Complete records and pictures chronicling restoration available.

Nobody, I mean nobody....

2008-02-16T16:48:00.001-08:00

Nobody and I mean nobody drives my GTAm... well I guess if Merisa Miller (2008 SI Bikini Covergirl) wanted to drive it... I would let her....

Or better yet... Danica Patrick.... Holy Cow... she could drive my car... and boy would she.....
Okay, now that we got the hot chicks out of the way........ enjoy the rest of the blog.

She finally arrives in Bville, SC

2008-02-15T16:05:00.000-08:00

Tucked away in the front of an enclosed carrier from Massey Auto Transport, brokered via Angels Moving Autos out of CA, driver Rubin took good care of her on the long trip from coast to coast. Here the GTAm is about to be backed out of the rig.

Requiescat In Pace Dear Al Leake

2008-01-25T14:45:00.000-08:00

Al Leake

From: STEVE JENIK <COLFAM.2@ATT.NET>
To: jpsaleeby@aol.com
Sent: Sat, 26 Jan 2008 11:01 pm
Subject: Al Leake

Dear Dr.Saleeby,
My name is Steve Jenik. I and my wife Julie are friends, neighbors and caretakers
for Al and Myr Leake. It is with great regret that I must inform you that Al has crossed
the final finish line in his race against cancer. He passed away, quietly, at home,
amidst family and friends on Jan., 25, 2008 @ approx 2:45 P.M.
I am being presumptious by issuing this notice, as I have no formal family approval
to do so. Yet, after searching the web and finding many references to Al, not
only his racing prowess, but his restoration work and finding your name, I hope that
this takes some burden off of Myr. I presume that you know how to contact the family.
I found the picture of your son with the pinewood derby racer. That choked me up.
I printed it out, but, my printer is not the best quality beast in the world.
Nonetheless, I intend to pass it on to Myr.

Our regards sir,
Steve and Julie

Pax et Requiem Dear Al

Al and Myr at Watkins Glen 2005

Al penned this about Sophia (#69)

Al drives Sophia (this is the view most folks racing against him saw). Rubber Chicken in tow.
(Old racers never die they just drive off into the sunset)

Michael wins at Pinewood Derby

2008-01-12T16:23:00.000-08:00

Michael wins at Pinewood Derby

Cub Scout's PineWood Derby Day

Michael holds up his Pinewood Derby car #69. It was named and numbered in honor of Al Leake (AlfaRomeoRestorations.com) who has been working on dad's GTAm for the past 2.5 years. Al was diagnosed with pancreatic cancer in October 2007 and is undergoing treatment as of this posting. The car was painted a florescent yellow with red top and sported a lego driver with helmet and a tail fin.

We used Al's race car number (69) and wrote PMA and Al Leake Racing Team all over the car. This year was not as kind to Michael... as he swept the speed trials in 2007 winning every heat and taking home the 1st place trophy and earning a spot to go to the state meet.

This year however in the preliminary heats he placed mostly 2nd and 1st... with no 3rd place finishes. He made it into the semi-finals as one of eight cars. The semis were all age groups and packs. He ran a good few races pulling mostly 3rds and a couple of 2nd place finishes. Over all... he took home the 2nd place medal for speed in his bear pack.

Mike in front on the cars "impounded" as they have been checked and weighed by the judges. His is the one on the far left.

Cars were so fast everything was a blurrrr... including this picture of Michael in the semi-finals loading his car on the pinewood derby track.

Next year promises to be awesome... more time and prep work will go into the structure, performance and appearance of the car.

Alfa Romeo GTAm Wikipedia and YouTube sites

2008-01-05T23:57:00.000-08:00

The GTAm (1970–1971) could produce up to 240 PS (237 hp/177 kW) in the 2000 cc car—a car usually related to the GTA, but unlike the GTA derived from the GTV 1750, the 2000GTAm was created in 1968: There are two schools of thought about the "Am", neither one of them ever being confirmed by the factory: one says Allegerita Maggiorata, the other America. Most likely the latter is closest, since the car did not contain any aluminum parts and therefore not "Allegerita", and the base was a GTV 1750 with American injection system for homologation purposes for the American market. SPICA was the injection system brand. The 1750 cc was later bored to 1985 cc to meet the 2000 cc limitation of its class to the maximum. Source: http://en.wikipedia.org/wiki/Alfa_Romeo_GTA

Cool Videos on YouTube:

http://www.youtube.com/watch?v=OrBRNXXfzNY

http://www.youtube.com/watch?v=CX1im9J1W3c

Especially the Victory By Design is stunning.

Wikipedia & YouTube sites

2008-01-05T23:41:00.000-08:00

The GTAm (1970–1971) could produce up to 240 PS (237 hp/177 kW) in the 2000 cc car—a car usually related to the GTA, but unlike the GTA derived from the GTV 1750, the 2000GTAm was created in 1968: There are two schools of thought about the "Am", neither one of them ever being confirmed by the factory: one says Allegerita Maggiorata, the other America. Most likely the latter is closest, since the car did not contain any aluminum parts and therefore not "Allegerita", and the base was a GTV 1750 with American injection system for homologation purposes for the American market. SPICA was the injection system brand. The 1750 cc was later bored to 1985 cc to meet the 2000 cc limitation of its class to the maximum.

Source: http://en.wikipedia.org/wiki/Alfa_Romeo_GTA

And check out these crazy videos:

http://www.youtube.com/watch?v=OrBRNXXfzNY

http://www.youtube.com/watch?v=CX1im9J1W3c

Up close Pics

2007-08-02T23:09:00.000-07:00

1971 Alfa Romeo GTV/GTAm-R (Clone)

2007-07-21T18:51:00.001-07:00

My 1971 Alfa Romeo GTV/GTAm-Replica (Clone) is 95% completed. All that remains is the wiring harness, rest of exterior badges, radiator and off she goes via covered trailer to SC.

Interior racing seats installed along with 4-point racing harness. Transmission shifter yet to be installed.

The scanned image of the engine did not come through, but more will follow.

Nerf Bars

2007-04-09T06:55:00.000-07:00

Al had fabricated a set of 4 really cool Nerf bars that will satisfy state law requirements for bumpers. While they are a one-off they sure fit the contour of the car. They are to be chromed as to complement the minimal chrome trim.

Still having trouble with the dealer about the seats. Cannot seem to get a matching Montecarlo seat from the distributor, so we may have to look at other options. Am partial to a matching set of black Sparco racing seats.

BFGoodrich Tires

2007-04-07T07:08:00.000-07:00

tires and wheels

2007-04-07T06:51:00.000-07:00

Decided on the BFGoodrich g-Force Sport tire (UTQG 340) over the Yokohama AVS ES 100 and the KumHo AST (ECSTA). Because of availability and the UTQG number was between the other two. While I have a set of Kumhos on my Mini Cooper-S and like them, the design may be a bit radical for the Alfa.

The g-Force Sport is BFGoodrich's Ultra High Performance Summer tire designed for sport compact drivers who want to combine outstanding dry handling with affordable prices. The g-Force Sport was developed to provide crisp and responsive handling in both wet and dry conditions. Like all summer tires, the g-Force Sport is not intended to be driven in near freezing temperatures, through snow or on ice.

On the outside, the g-Force Sport molds BFGoodrich's BlackTech tread compound into a directional tread design with large independent shoulder tread blocks, g-Hook intermediate ribs, two continuous center ribs and two wide circumferential rain channels to blend superior dry cornering, capable wet traction and straight-line stability.

Internally, the g-Force Sport features twin, high tensile steel belts that are further strengthened by BFGoodrich's ETEC System (Equal Tension Containment) spiral-wrapped reinforcement to stabilize the tread area enhancing handling and high-speed capability. A dimensionally stable polyester cord body and g-control sidewall inserts help resist lateral deflection to generate cornering force and stability. (source: TireRack.com)

AutoDelta GTA/GTAm Specs

2007-03-25T06:40:00.000-07:00

SPECIFICATIONS
Type 105.59 GTA Junior chassis, full conversion to
GTAm
Year of production 1969
Engine type GTAm
Cylinders 4
Cylinder head 16-valve, single-plug head
Capacity 1992-cc
Power 230 bhp
Gearbox Alfa Romeo Autodelta race box
Wheelbase 2350 mm
Front track 1350 mm
Rear track 1300 mm
Weight 790 Kgs.
Maximum speed 230 kph
Tires Yokohama Advan 023R, front: 205/50R-15;
rear: 225/50R-15

RESOURCES
Thanks very much to John Ruston and Gareth Burnett
(www.gbraceengineering.com) for their generosity and help.
Adriaensen, T. Alleggerita. Corsa Research Production, 1993.
Antwerp, Belgium.
Fusi, L. Alfa Romeo—All Cars from 1910. Emmeti Grafica, 1978.
Milan, Italy.
Hull, P. and R. Slater. Alfa Romeo: A History. Transport Bookman
Publications, 1982. Tunbridge Wells, Kent.

Vintage Race Car Magazine

2007-03-25T06:20:00.000-07:00

This issue highlights the Alfa GTAm.
[http://vintageracecar.com/page/db/pics/1147396364_6255.f_page_pdf.pdf]
See article and pictures below:

YELLOW PERIL
1971 Alfa Romeo GTAm
by Ed McDonough

There is a slight inclination here to refer you to Tony
Adriaensen’s remarkable tome Alleggerita and let
myself off a complex historical hook. Explaining the
evolution of Alfa Romeo’s competition models is
challenging at best and maddening most of the
time. After about 25 years working on it, I’ve almost got it, but I
never trust my memory without referring to the proper experts.
Many people have tried to tell the story of Alfa Romeo and they
all struggle when it comes to the subtleties of certain models and
their variants. Belgian Adriaensen is the person who has done the
best job of recording the twisted tale of how Giulia coupes and
sedans became enormously powerful, wide-bodied wailing superracers
at the end of the 1960s and beginning of the ’70s. But as
Alleggerita, the biography of the Alfa GTA, is virtually unobtainable,
it falls to us to try to show you where the car you see here,
the GTAm, came from.
Giulias from Giuliettas
The return of Alfa Romeo to international sports car racing and
ultimately to Grand Prix competition in the 1970s (after departing
the scene in 1953) can be traced back to one car, the Giulietta
Sprint Zagato. This was Elio Zagato’s brainchild and grew out of
his own enthusiasm for and, talent at, racing. These cars did very
well in the hands of privateers in both racing and rallying, and
were at their best where top end performance and endurance were
essential requirements. Between 1958 and 1963, these SZs scored
important class wins at the Targa Florio, Monza, Daytona,
Sebring, and at the Alpine Cup Rally, which they won overall.
The 1,300-cc engines were very quick but the Giulia model had
been introduced and in 1963 it was the Giulia Tubolare Zagato or
TZ with a larger 1,570-cc motor that became the racing successor
of the SZ. The TZ had a tubular space frame with independent
rear suspension and beautiful Zagato bodywork. These cars would
be at the forefront of Alfa Romeo’s reappearance in sportscar and
GT racing.
The existing regulations meant that at least 100 of the TZ
model had to be built to be homologated into the sports category.
The construction was thus contracted to a small company in
Udine, in Northern Italy, which had been specifically brought
together for the task. The Chizzola brothers, Lodovico and
Gianni, had been running a tuning outfit called DeltaAuto, and
when Carlo Chiti became a founding partner, this became
Autodelta which was the Alfa Romeo racing division for many
years. Alfa also had a development center in Milan, which did the
additional race preparation of the TZ for privateers. Autodelta
later moved to Milan under the direction of Chiti, and the racing
program expanded dramatically into sports cars with the Tipo 33
and, of course, into touring car competition on a large scale.
The popularity of touring car racing, and the luxury of having
a good touring car, which would also do well in endurance events,
brought about the birth of the GTA. The GTA was based on the
production Giulia Sprint GT, the Bertone-bodied 105 series
coupe. On reflection, understanding the evolution of the Bertone
coupes is very difficult indeed, as there was a very large list of variants,
with numerous engine capacities, over a long time period.
The Sprint GT had the easily recognized “step-front” nose, with
the leading edge of the bonnet raised slightly higher than the
front panel. The GTAs were thus recognized by their “stepfronts,”
though in typical Alfa Romeo fashion, there were exceptions
and with later mods, not all had this unique step-front.
Many of the next level GTAm cars had the step-front, but then
again, some didn’t. I hope you are following this!
Just what was the GTA? The basis of the GTA was a standard
Sprint GT which had been seriously lightened, or “alleggerita” in
Italian. Everything that could be removed, especially all the
sound-deadening material in the production Sprint GT, was duly
removed, and the steel panels were replaced by alloy, as were the
wheels. Some 200 kilos were saved this way, and in combination
with a more powerful engine, the GTA was very much a transformed
machine. The GTA unit was fitted with a twin-plug head,
had larger valves and a 9.7 to 1 compression ratio. The first cars
produced 115 bhp and had a top speed of 115 mph. The cars raced
by Autodelta were developed even further, were 45 kilos lighter,
had a 10.5 to 1 compression ratio and produced 170 bhp @7,500
rpm. These cars also had a limited slip diff, an antiroll bar,
stronger suspension and extra oil coolers.
The GTAs were enormously successful through 1966, ’67 and
’68, especially in the hands of drivers like Jochen Rindt, Andrea
de Adamich, Toine Hezemans, Nanni Galli, Ignazio Giunti and
Teororo Zeccoli, having memorable scraps with the Lotus
Cortinas of Sir John Whitmore, Jacky Ickx and Frank Gardner. In
long endurance races, they were sometimes only beaten by the
overall winning Porsche 911s.
The GTAm
Group 2 touring car racing was another place where the GTA was
doing very well in 1966 and 1967, but Group 5 allowed much
greater modifications to a standard car. In ’67, Alfa decided to put
10 GTAs aside and convert them to Group 5 rules by means of
supercharging, using twin turbine-driven blowers. The engines in
these GTA-SA racers could produce a staggering 220 bhp @7,500
rpm, with a top speed of 150 mph.
The so-called standard GTAs won the European Touring Car
Championship in 1967 for the second time, with Giunti also taking
the European Hill climb Championship. The GTA won the
ETCC again in 1968, and was joined in that year by the GTA
Junior, the 1,300-cc version of the GTA. Between 1968 and 1972,
447 of these cars were built of which some 300 were built as competition
cars. Like the bigger 1,600-cc GTA, the GTAJ got the
same Autodelta treatment for selected customers with engine and
suspension improvements.
In January 1968, Alfa Romeo presented to the press a Berlina
version of the new 1750 model, another Giulia, with a larger
engine. Like the earlier Giulia saloons or berlinas, this one was
rather square in shape but, with the bigger 1,779-cc
engine, the performance was impressive. In July, four
of these cars with the saloon body ran as Group 1
standard cars in the Spa 24 Hour race…and took
the first four places. The coupe 1750 GTV then
followed into Group 2, 3 and 5 races, all being
modified to suit the class rules. From the
moment the 1750 GTV was homologated into
Group 2 in April 1969, extensive changes were
made to the basic 1750 chassis and components
to make it more competitive and successful. This
included increasing the engine capacity to 1,985-
cc as Group 2 allowed engines up to 2-liters. The bore
was increased from 80 to 84.5-mm and the stroke of 88.5-
mm was retained. The respected historians Hull and Slater state:
“As it was still desirable for publicity purposes to link the car with
the production 1750, the little ‘m’ was placed after GTA signifying
maggiorat or enlarged, hence GTAm.”
There were two consequences of this event: many people considered
the GTAm to be a modified GTA, and that the “m” did
indeed stand for “maggiorata.” Tony Adriaensen and subsequent
historians, including the author, contest this. To some extent this
is an academic argument, as the basic Giulias were all very similar.
Adriaensen contends, “The GTAm was nothing more than an
improved version of the standard GTV.” Chiti had the GTAm
homologated in its own right, though that was not strictly necessary
as the rules allowed generous modifications. The use of Spica
injection did not present any problems in the process of homologation
as more than 1,000 cars (the 1750 GTV USA) had been
produced with Spica fuel injection for the American market. It
was indeed the elaborated GTV, which was homologated, not a
GTA. The papers for this model had several pages listing the
GTAm modifications including the special cylinder head with
twin ignition.
Adriaensen: “It is said the letter ‘m’ stands for the
Italian word ‘maggiorata,’ which means increased and
refers to the cylinder contents increase from 1,600
to 2,000-cc. I myself choose to believe another
explanation, namely ‘American,’ since we are
not dealing with a GTA at all. The ‘A’ normally
stands for ‘alleggerita,’ which is the Italian
word for ‘lightweight’ by making use of aluminum
bodywork. In this case the GTAm had
standard, full-steel coach work modified with
aluminum and/or plastic parts.” Of course, it is
not beyond the realms of possibility that Alfa
Romeo was happy to have “GTAm” meet both sets of
definitions to appeal to a wider audience, and even within
the company there have been times when different people
explained such phenomena in completely different manners!”
The standard 1750 block was the basis of the GTAm engine,
and some cars did indeed race with the smaller capacity head. But
most engines were quickly built to the larger spec between 1,985
and 1,999-cc. In the 1,985-cc unit the bore was increased but the
stroke remained standard, but by using this process of enlarging
the bore, the four-cylinder liners no longer fit into the engine
block. This led to the liners being cast as a single unit, the socalled
Siamese liners or monosleeves, which were unique to the
GTAm. These were actually glued into the block with Araldite.
Smaller pistons were also required.
To confuse the issue even further, the GTAms were homologated
with the alloy doors and door handles of the GTA but not
all GTAms had them! Indeed, by 1972, there were GTAs with
narrow and wide bodies, GTAms with wide bodies and then the
GTA Junior with the wide body. The “step-front” nose distinguished
most, but not all, cars, and most GTAms had a single
headlight on each side…but not all! Thus, at a race where all
models were present, only the very knowledgeable could tell what
the car passing in front of them really was!
The GTAm in Racing
The number of racing GTAms built has always been disputed, but
the estimate ranges from 40 to 60, though the smaller number is
more likely, and even that may be an overestimate. The number
of cars converted from either GTAs or GTVs into GTAms has
helped to confuse the issue somewhat as these were done in period
and were accepted in events as genuine GTAms, and for all
intents and purposes, they were genuine as they started with
something that was close to a factory-built GTAm and was modified
to GTAm specs.
Dutchman Toine Hezemans was a real star in the GTAm. He
had been approached by Chiti to drive for Autodelta and he was
so good that he was the main test driver during the development
of the GTAm. He had his first race in the car at the Monza 4
Hours in 1970, where Spartaco Dini was on pole, Hezemans 2nd
quickest, Facetti/Zeccoli 3rd and Belgian Christine Beckers, with
Enrico Pinto, was 4th. The opposition was mainly BMWs and 2.3-
liter Capris, but Hezemans quickly moved into a lead he wouldn’t
lose. At the Salzburgring, he led again but a fuel pump fell off,
though he managed 2nd behind a BMW 2800CS. Hezemans then
dominated again at the Budapest Grand Prix and led the
European Championship. While the Fords and BMWs were not
as reliable as they needed to be, the Alfas were clearly the class of
the field, and the weight of numbers just wore down the opposition.
At Brno, in Czechoslovakia, Toine won again, was 2nd at the
Tourist Trophy in England, and crashed at the Nürburgring. After
winning the Spanish round at Jarama, Hezemans had taken the
European Group 2 title, and the GTAm won an additional 16
races in 1970. Leonibus won the 2-liter touring class of the Italian
National Championship. It had been a very successful year.
When the 1971 European Touring Car Championship opened
at the traditional Monza race, it was déjà vu as Toine Hezemans
repeated his win of the previous year. This time he was up against
much stronger Ford Capris and Escorts, and he didn’t take the
lead until very near the end of the four-hour event, and one of the
BMWs followed him into 2nd place. At Brno, the Dutchman only
got a class win, which he repeated at the Nürburgring sharing
with van Lennep, taking 2nd overall. At the Spa 24 Hours, there
were five GTAms, three works cars and two Belgian private
entries. Hezemans had several long stops to change a head gasket
and then his radiator, and spent the rest of the race working back

up to 3rd overall and 1st in class behind a Capri and a Mercedes.
The Dutch driver then had a class win at Zandvoort, was 3rd at
the Paul Ricard 24 Hours and was a championship-winning 2nd at
Jarama. The GTAm continued to win a large number of non-title
events, and did so again in 1972 and 1973, though Autodelta
reduced its works program in 1972 and left the fighting to privateers,
who continued to win.
The Monzeglio Mauler
One of the long-standing and successful Italian privateer teams
was Squadra Corse Monzeglio, which was running a number of
racing Alfas from the late 1960s into the 1970s. In addition to
their major concentration on the Italian Touring Car
Championship, they had a GTAm in the Monza 1,000 Kilometers
for Zanetti in 1970, and entered GTAJs for Luigi Pozzi/Mario
Zanetti and Picchi/Dini in the Monza 4 Hours in 1972. They also
had a quick Lola T212 with an Alfa 2-liter engine in the 1972
Targa Florio where Zanetti and Locatelli finished a competent 8th
overall. They even went as far as the German F3 Championship
in 1974 where they raced a GRD-Ford, one of their few ventures
away from Alfa power.
The car you see featured here, chassis AR 775092, was a
Squadra Corse Monzeglio team car from 1969 through 1971.
Now, before you chassis number fanatics go wild, let’s backtrack
in the story a bit. Remember where we said that there were
GTAms and GTAms? Well, this is one of the latter! Now that
means it was not one of the cars with a 153**** serial number,
the GTV-based GTAms built from 1970 on. But this is a GTAm!
AR775092 started life in 1968 or 1969 (the Fusi bible manages
to list this chassis twice!) as a 1,300-cc GTA Junior. It was
sold to Squadra Corse Monzeglio, Via Cabotto 35, Torino and it
raced as a team car from 1969 to 1971. It ran first as the GTAJ
that it was in the Italian Touring Car series, mainly driven by
Luigi Pozzo, though he was not the only driver. At the end of
1970, the car was converted to GTAm specifications but used a
1,300-cc, fuel-injected, eight-valve engine, and with this set-up
Pozzo won the Italian Touring Car Championship. Pozzo then had
20 wins in 1971, and toward the end of that year, it was converted
with a 1750-based engine and GTAm 16-valve head, which
gave a capacity of 1,992-cc with Spica fuel injection. It then ran
in the GTP class and had further wins including the Bruno
Deserti Trophy at Imola in September and the Coppa AC Torino
in October. It is also interesting that through this long period, the
car retained its road registration…TO B14679…which was necessary
for some of the races on public roads. It remains something
of a mystery as to how many GTAms had 16-valve as opposed to
8-valve heads. The jury is still out on this one.
The car was sold to Rudi Franz, a Brazilian who lived in
Switzerland, and he did a number of races between ’72 and ’75. It
was put into a protective storage unit in 1976 where it remained
until 1996 when it passed into the hands of Robert Fehlman but
was looked after by Siggi Brunn. Brunn did what would appear to

be a sensitive restoration and the car appeared in the Tour Auto

in 1997, with an 8-valve, 2-liter motor. It then was sold in 2000
to John Ruston and came with the 1,300-and 1,992-cc engines
disassembled, and it was built up by Gareth Burnett, who prepares
and races cars for Ruston and others, with the 1,992-cc unit with
16-valve, single-plug head but on carburetors. The 2-liter, 16-
valve heads are single-plug rather than twin-plug heads. Gareth
Burnett drove the car in the Tour Auto in 2003 with a borrowed
8-valve engine, until the 16-valve one was finished, and that
appeared in the Tour Auto in 2004.
Driving the GTAm
Gareth says the car was and is set up for the circuit stages of
the Tour Auto, and on the circuits it was extremely quick. On the
dyno the engine is showing 230 bhp and that accounts for very
considerable poke in quite a small car. With massive torque, it was
capable of running at the front at the circuits, even beating much
lighter Elans. The handling was good, with a feeling of controllable
balance. A fair amount of testing had gone on before the
Tour to achieve this, though the GTAm in period was found to be
a real handful for many drivers. Testing led to the use of stiff front
springs, but it still had a degree of bump steer on the special Tour
stages and rougher sections. It apparently went very well on the
smooth sweeps of Dijon, yet proved tractable on the road.
So, we decided to find a mix of tarmac to do this test, and that
involved some long, open-road sections in deepest Suffolk, with a
touch of damp weather, and a second chance on dry fast roads
with a twisty wooded section and a heaping of mud! This gave
plenty of variety, tested the 5-speed gearbox and the brakes, and
provided scope to feel the stunning acceleration and torque, and
generally just settle down into this fine road/race machine. The
car sits on Yokohama Advan 023R tires—205/50R15 at the front
and 225/50R15-91V on Minilite wheels and looks mean. Inside
it’s standard-ish…that is, you can see the production origins. It
does feature a modified gearshift with remote change. I had the
excitement of having the nut that locks the remote change come
loose and the whole assembly drop to my feet at an unwelcome
moment! That was quickly fixed…twice…and the gearbox works
like a charm. It’s usual Alfa 5-speed with first left and back and
then a conventional H-pattern for the other four gears.
Having raced standard Alfettas, FIA Giulia Saloons, Suds,
33s, 156s, a modified GTV amongst others, I was really expecting
the GTAm to be something of a beast. It did do everything quicker
than all the above…got off the line quicker, took the bends
quicker, and stopped much quicker. The low-down driving posture
helps you feel what the car is doing and the superb balance
was rewarding on quite dodgy roads, with bumps, wet spots and a
bit of mud.
The rev counter reads to 10,000 rpm and the Speedo to 240
kph, but we weren’t going into those areas. Nevertheless, on some
private and isolated piece of swooping roadway, it was possible to
squeeze a real sense of the thrill inherent in this famous old beast.
The rorty noise was there, the quick responsive handling once up
to speed, all inspiring confidence in blasting into and out of corners
at rude speeds! While the GTAm was magnificent at Monza,
Spa and all the high-speed venues, here it was flying low on tough
bits of road. Unexpected, but great. There was a moment tearing
up a long hill with a crest at the top and a sweep to the left, all
blind. The GTAm just dug in and went around, and whistled
away into the distance. Lovely car for an Alfa-lover.
Buying and Maintaining a GTAm
Because there were so many 105-based coupes racing in the
1960s/70s, many cars survived. These include the whole range of
competition models and, once you leave the Sprint GTs and
GTVs behind and move to GTAs, GTAJs and GTAms, they get
rarer and they get pricier. There are GTAms on the market that
are bringing enormous prices and they are recent conversions and
shouldn’t really count. The number of surviving GTAms which
were built as GTAms with 153 serial numbers is very small. This
car, which started life as a proper GTAJ and was a racer from its
beginning, was beautifully converted to GTAm specs, has its two
original engines, won the Italian National Championship, is spectacular
to drive, and is a competitive historic racer. That means
the price has to come in at some 160,000 Euro $180,000. That’s
at the top end, where it needs to be.

Wheels

2007-03-08T04:54:00.000-08:00

Well problems with the Panasports...too much time to have them made and drilled out... so Alternatively we (Al and I) decided to go with a set of American Racing vintage style Silverstone Series 401. They are a two piece set up with painted center and polished rims. Awesome.
15 in. X 7 in. with 3.5 in. of offset.
To have 225/50-15 rubber.
(8.0 x 23 x 15)
bolt pattern 4 X 108 mm

Final Touches.. Attention to Detail

2007-02-02T00:42:00.000-08:00

Paint Chips from the Paint Archives of DuPont. I wanted an original Dark-Black-Blue Alfa color. We selected Dutch Blue (not the usual cliche Alfa Rossa)

Very Cool Cutaway of the 75 TS I-4 engine

Enough Said.....

OMP (Italian made) Racing Seats installed in drivers side (Girl not included)

4-point racing harness to keep me in place while making those corners...
Decided on Simpson in stead of Corbeau

Only with Red lettering

Monte Carlo Model 910R racing seats for the co-pilot

Going for this "nerf bar" treatment but will have these custom made for my car.

Even more stuff....

2007-02-02T00:30:00.000-08:00

Koni classic shocks are crucial to the sports suspension.

Braking power by some high performance Wilwood Brakes.

More Pics of stuff installed in the car

2007-02-02T00:18:00.000-08:00

Limited Slip Differential

Example of the engine......

16 Gallon Fuel Cell....

1970-1972 Alfa Romeo GTAm History

2007-02-02T00:03:00.000-08:00

A bit of Alfa Romeo GTAm History:

Pertaining to a 1970 Alfa Romeo GTAm Chassis #: 1531231 (taken from Keith Martin's Sports Car Market Online Journal http://www.sportscarmarket.com/profiles/2002/May/Alfa%20Romeo/index.html)
The GTAm models are derived from Alfa's 1750 Veloce coupe. The Am suffix is a shortened version of "America" by some accounts, others state it refers to the use of lightweight material (A) and modified (m) and refers to the US model, which required fuel injection for emission reasons. With full development, the GTAm engine brought twice the brake horsepower available from a standard carbureted car. The bodywork featured fiberglass doors, hood and dashboard and riveted fiberglass fenders. It featured the typical Autodelta sliding-block rear suspension to lower the car's roll center, thereby improving handling.

The cars ran on 13-inch Campagnolo wheels and had ventilated disc brakes. A new dual-plug cylinder head was used, and the engines were available with either 1779-cc or 1985-cc displacements.

Autodelta, Alfa Romeo's competition arm, prepared the GTAm for the European Touring Car Championships. In 1970, the works won six of nine races, and the Dutch driver Toine Hezemans secured the European Driver's Championship. In 1971, the class was divided and a new minimum weight introduced, but Hezemans was able to retain the Championship.

Figures suggest that there were 40 GTAms built, although the confirmed number is closer to half that. Fifteen cars were supplied directly to Autodelta for their own use—the recorded works cars. A handful of cars were sold to privateers who commissioned Autodelta to upgrade them to GTAm specification. Three were exported to America and Angola, one to the Jolly Club in Italy, and this car, 1531231, to Luigi Cecchini of Lucca, on May 26, 1970, as confirmed by Alfa Romeo Autodelta. The remainder of the 40 or so produced is accounted for by privateers who bought parts from Autodelta and carried out conversions themselves.

This car debuted in the hands of Cecchini in the Copa della Collina in June, 1970. It suffered a minor incident, and there appears to be no racing history after this event. The Alfa then went to Spain and was eventually bought by the present owner in Sicily in 1986. It was subsequently restored over a period of four years to its original condition and features full Autodelta specs, being fitted with correct 2-liter fuel injection and twin-spark head. On completion of the restoration, the car was used in various historic competition events, including the Alfa day at Monza in 1990. It has been featured in a number of Italian publications in April, 1992, and December, 1996. The car was driven by Teodoro Zeccoli, an original works driver who wrote to the owner thanking him, and confirming the car was as it was when it originally raced and is "unbelievably fast."

Use since restoration has been limited to 60 miles and the car is reported to be in excellent condition. The car is eligible for the Tour Auto, Youngtimer series and a number of track events. It is offered for sale with a file containing a letter from Alfa Romeo, copy for the specification for the model, various photographs and the magazine articles the car was featured in.

-->The SCM Analysis
SCM gave this car a 3+ rating when it sold for $50,055, including buyer's premium, at Christie's London sale on December 4, 2001. That is a surprisingly low condition rating for a freshly restored car, and may in part explain the reason the car sold for such a low price.
The Alfa GTAm is a car that stirs the boy racer in all of us. Based on a standard production chassis, it represents what every GTV owner wishes his car were. The GTAm was a serious effort by Autodelta at a time that Alfa was also developing the Type 33 cars and trying to stay afloat financially. The TZ and TZ2 models had been cancelled in favor of the Type 33, and it is quite likely that the GTAm could have been developed further, given added resources. Even so, it was a very successful racer, both in Europe and the US. Many GTAms offered alloy panels instead of plastic, and the shapes of the flares varied between cars.

GTAm engines developed 220 horsepower at 7,200 rpm, compared to 118 hp of the stock 1750 engine. There is no mention made by the auction catalog whether this GTAm is fitted with either a Bosch or SPICA sliding-plate throttle-body injection system, or a competition-use-only narrow-angle competition head.

There are more questions here. The chassis number 1531231 is listed in Tony Adriaensens's book, Alleggerita, as a GTAm, but without any other information. This makes the chassis number ripe for a variety of creative interpretations. The fact that the only documentation that comes with this car is a letter from Alfa Romeo, a copy of the general specifications of the GTAm model, and recent magazine articles, is enough to give one pause.

By the way, Adriaensens also prefers "America" as an interpretation of the Am in GTAm; the other reading is "Alleggerita maggiorata" (lightweight modified), but he thinks that is inappropriate, as the GTAm was much more than a modification of the GTA. There never was an "official" factory name other than GTAm.

The sale price is at least $25,000 below SCM's Price Guide, but this does not necessarily mean that it was well bought. Since its restoration appears to be old and deteriorating, even though declared to be fresh, this GTAm needs a thorough going over before being raced, or a complete restoration if it is to be shown. In either case, more money will be required before the car satisfies its new owner's fantasies.

Given the condition of this car, and the lack of documentation of its provenance, the price paid should be viewed as market correct.-Pat Braden

Alfaholics of the UK

2007-02-01T23:53:00.000-08:00

Give a call to a stand-up bloke in the UK and I get my engine conversion parts ... Cheers. This Yank was impressed.

So it is engine time... the GTAm will take on a mid-80's Twin Spark I-4 2000 cc engine which will be converted to fit the engine bay. Fabrication would be a re-invention of the wheel since the folks at Alfaholics (www.alfaholics.com ) in the UK have done it many times. Max Banks is the man... kudos goes out to them for great customer service [a story for another time is the crazy day trying to get my US MasterCard to accept a UK charge].

None the less Max came through and parts were shipped out next day to Al. A full stainless steel exhaust system from exhaust headers to tail pipe tips.

"Full stainless steel sports exhaust using the same primary and secondary bores and diametres as the superb Alfaholics 1750/2000cc Nord Sports Exhaust. This manifold hooks up to the same Y-piece and link pipe as used with the Alfaholics 1750/2000cc Nord Sports Exhaust, so if you already have this system, all you need to change are the manifolds when converting to an 8v TwinSpark engine. " (source Alfaholics web site) Got the wiring diagram from TS engine expert Jim Steck.

Here is a pic of Max with his 105 daily driver.

www.alfaromeorestorations.com

2006-12-27T07:03:00.001-08:00