This is the third time that the IAMC (Italian Auto Moto Club) has hosted an event called Millets Miglia, at the popular Millets Farm complex on the road that connects the Swindon-Oxford A420 to Abingdon. Although primarily known for its farm shop and café and all the other site attractions, the venue does host a number of other Car Club meets and so it is well known by many. Millets Miglia is deliberately timed to take place the day before National Alfa Day, which is just up the road at Bicester, and the view is that this will attract a few extra cars for people making a weekend away. As an IAMC event, it is focused on Italian cars and bikes, but as there is ample space, unlike other venue where we have to be very strict here there is the opportunity for enthusiasts without an Italian car to come along as well. And a few did, as well as a nice variety of most Italian marques, with a particularly strong showing from the Lancia Motor Club, who it turns out meet here regularly so are very familiar with the venue. Here are all the cars that came:

ABARTH

The vast majority of Abarths here were the 500-based models which have been on sale now since the end of 2008, following a launch at the Paris Show that year. Since that time there have been a number of detailed changes to the standard cars and a lot of limited editions. Those who really know the marque can spot most of them, but some are so subtle that unless there is a badge you can see, you will not be quite sure which version you are looking at. It used to be relatively easy, when the model was first launched, as there was only one version as shipped ex works called the 500. It had a 135 bhp 1.4 litre turbo-charged engine coupled to a five speed manual gearbox, with 16″ alloys as standard, and the option of 17″ wheels, and a colour palette comprising of two whites (BossaNova White, the standard colour, or the pearlescent Funk White), Red (Pasadoble), Pale Grey (Campovolo) or Black. If you wanted more power – 160 bhp – then you could order an Esseesse kit, which came in a large wooden crate, containing new wheels, springs, an ECU upgrade, the Monza exhaust system and badging. It was dealer fitted and could be applied at any time within the first 12 months or 10,000 miles from registration. Needless to say, it proved popular. As were many of the optional extras, with stickers for the sides, a large scorpion for the bonnet and even a chequered pattern for the roof among the personalisation options offered.

What is known as the Series 4 version of the familiar 595 reached the markets in the middle of 2016. After rumours had circulated all winter following the launch of the facelifted Fiat 500 last year, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July.  Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars. These cars were on sale for over eight years so it was no surprise that they were particularly well represented here.

   

A top of the range 595 Esseesse model was added in early 2019. These cars have only sold in quite small numbers, so you don’t see them that often. The most obvious change externally is the adoption of the neat white painted 17inch multi-spoke alloy wheels that are an Esseesse trademark, while elsewhere it gets the same recently reprofiled bumpers as the standard 595. Inside, there’s a pair of bespoke figure-hugging Sabelt high-backed seats with a carbonfibre shell and some natty red stitching, while carbonfibre trim also covers the pedals and the dashboard. Under the bonnet is the familiar 178bhp turbocharged 1.4-litre engine, but here it breathes in through a BMC filter and exhales from a switchable carbonfibre-tipped Akrapovič twin exit exhaust. There’s no more power than the old Competizione, but the Esseesse gets that model’s Brembo callipers for its 305mm front discs, plus a limited-slip differential. The suspension is largely carried over, including Koni’s frequency selective dampers. All this comes at a price though, and so this has remained a relatively rare sighting compared to the Competizione which many still feel offers rather better value for money. For 2022, the badging was changed so the Esseesse is now branded a 695 rather than a 595 and there were minor spec changes.

The 695 Anniversario was launched at the brand’s 70th anniversary celebrations in Milan in October 2019, and deliveries of which started around the turn of the year. The Anniversario is in a choice of 5 colours: White, Black, Podium Blue, Grey and 1958 Green, and there were examples of some but not all of these here, including a couple of cars in the 1958 Green which was selected to evoke memories of the 1958 record-breaking 500, though I can advise that the two shades of green are quite different, the older car being much lighter. Online verdicts of the new car at launch were not entirely positive, with many challenging the appearance, others the spec and yet more the price (£29,995 in the UK), but in the metal, it looks far better than those first web pictures portrayed, and there is no doubt that the 1949 buyers of the car are getting something quite distinctive, with the Campovolo Grey accents around the wheelarches and lower body skirts. What they aren’t getting is more than 180 bhp, as it would seem that to get Euro 6d compliance from the T-Jet engine, 180 bhp is the limit. But the Abarth 695 70° Anniversario does have an ace up its sleeve. Look at the back and you’ll notice a rather large roof-mounted spoiler serving as the special edition’s party piece. Manually adjustable in literally a dozen of positions, the spoiler was developed in the wind tunnel to achieve maximum aero efficiency regardless of speed. Its inclination varies from 0 to 60 degrees and helps increase aerodynamic load by 42 kilograms when the car is travelling at speeds of 124 mph (200 km/h) provided the spoiler is at its maximum inclination. Abarth has done the maths and it claims the new aero component will reduce steering corrections by as much as 40% based on the testing they’ve done at FCA’s wind tunnel in the Orbassano municipality located southwest of Turin. Power is provided by the familiar 1.4-litre turbocharged engine with 180 hp and 250 Nm (184 lb-ft) of torque, good enough for a sprint from 0 to 62 mph (100 km/h) in 6.7 seconds before topping out at 140 mph (225 km/h) if the spoiler is in the 0° position. Those 17-inch SuperSport wheels are paired to a Brembo braking system with four-piston aluminium calipers finished in red, hugging the 305-mm front and 240-mm rear self-ventilated discs. Rounding off the changes on the outside is the newly developed Record Monza exhaust with active valve for a better soundtrack. Abarth also spruced up the cabin a bit where the body-hugging seats are exclusive to this special edition, just like the individually numbered plaque reminding you this isn’t an ordinary 695. Onboard tech includes support for both Apple CarPlay and Android Auto, DAB digital radio and a navigation system for that seven-inch touchscreen display. Additional standard equipment includes automatic climate control, daytime running lights, LED fog lights, unique mats, and the Abarth telemetry system if you plan on taking the hot hatch to the track.

For the final couple of years of production, Abarth changed their naming convention so that the 595 cars were the 165 bhp ones and the 695s were the ones with 180 bhp. Both were available in Turismo and Competizione spec. Sadly, the 695 Competizione was only ever offered with the MTA box, otherwise I could have been tempted, especially in the new Rally Orange colour. Not many cars came to the UK in this rather attractive shade, but Keith Mills, a keen Abarthisti who has owned a number of models over the years managed to source this one, a 695 Turismo.

The Abarth New 500e Scorpionissima is a performance variant that made its official debut on 22 November 2022, featuring unique scorpion-badged alloy wheels. Initially, it is being released in a Scorpionissima edition limited to 1,949 examples. Scorpionissima models will be available in a choice of Acid Green or Poison Blue colours, bearing unique side graphics and wheels. The first deliveries were scheduled for June 2023. It has a single electric traction motor that produces 114 kW (153 hp) and 235 Nm (173 lb/ft), an increase of 26.7 kW (35.8 hp) and 15 Nm (11 lb/ft) over the standard motor, and accelerates from 0 to 100 km/h (62 mph) in 7 seconds.  The enhancements in power and torque output are derived from improved inverter and battery wiring, and a reduction in the final-drive ratio. The Abarth also swaps the rear drum brakes on the New 500 for discs. Three driving modes are offered: Turismo, Scorpion Street, and Scorpion Track; output power and torque are limited to 100 kW (130 hp) and 220 Nm (160 lb/ft) in Turismo. Scorpion Street maximizes regenerative braking, simulating the engine braking effect of a conventional car equipped with a manual transmission, while Scorpion Track sacrifices range for performance. In manufacturer testing at Balocco, the Abarth 500e is able to complete laps 1 second quicker than the Abarth 695. Total weight is 1,410 kg (3,110 lb), including the 295 kg (650 lb) battery. Charging hardware is carried over from the regular New 500 equipped with the larger battery, at rates up to 85 kW. The Abarth 500e has a battery with a capacity of 42.2 kWh (gross) and 37.3 kWh (net), giving the vehicle a claimed range of 264 km (164 mi) under the WLTP driving cycle with the standard 17-inch wheels; equipping the 18-inch wheels reduces range to 253 km (157 mi). Real-world mixed driving with 18-inch wheels indicated an actual range of 212 km (132 mi), with consumption of 3.4 mi/kWh.

The Abarth Grande Punto debuted at the 2007 Frankfurt IAA Show, going on sale in the UK in late summer of 2008. Offering 155 bhp from its 1.4 litre T-Jet engine, coupled to a six speed gearbox, and riding on 45 profile 17″ alloys, the standard car got rave reviews from the journalists when they first tried it, and they were even more impressed by the changes wrought by the optional Esseesse kit. This increased power to 177 bhp, brought 18″ OZ lower profile wheels, whilst new springs lowered the ride height by 15-20mm, and high-performance front brake pads and cross-drilled front disc brakes helped the car to stop more quickly. The most distinctive feature of the car were the white alloy wheels, though, as owners found, keeping these clean is not a job for the uncommitted, and many have a second set of wheels that they use for grubbier conditions. Despite the positive press at launch, the car entered a very competitive sector of the market, and the combination of being relatively unknown, a limited number of dealers and the existence of established rivals from Renault and others meant that this always remained a left-field choice. The owners loved them, though, and they still do. The oldest cars have now had their 17th birthdays, and some have amassed relatively big mileages, but they are still a car for the cognoscenti.

The Abarth 124 Spider was developed in parallel with the Fiat model. It does cost a lot more, and there are those who think you don’t get enough extra for your money, but those who have driven it will tell you otherwise. You certainly get more power. The 1.4 MultiAir turbo unit jumps up from 138bhp to 168bhp, while torque also increases by a modest 10Nm to 250Nm, which gives it a  0-62mph time of  6.8 seconds, which is half a second quicker than the 2.0-litre Mazda MX-5. The top speed is 143mph. It weighs just 1060kg meaning a power-to-weight ratio of 158bhp-per-tonne, and with the new Record Monza exhaust system it sounds great even at idle. The Abarth version gets a stiffer suspension setup than the regular Fiat 124 Spider, with Bilstein dampers and beefed-up anti-roll bars. Bigger Brembo brakes also feature, with aluminium calipers. It can be had with a six-speed manual or six-speed automatic transmission with paddles, and the latter gets a Sport mode for quicker shifts. Many of the UK cars sport the ‘Heritage Look’ pack, which is a no-cost option. It brings a matt black bonnet and bootlid, plus red exterior trim detailing and has proved popular. The £29,565 starting price gets you standard equipment such as cruise control, climate control, Bluetooth, a DAB radio and satnav, plus Alcantara black and red (or pure black) seat trim. The automatic gearbox is a £2,035 extra, while an optional visibility pack brings LED DRLs, auto lights and wipers and rear parking sensors. Sales ceased during 2019, with around 1800 cars having been brought into the UK, so this is always going to be a rare car, and values are already increasing at a rate reflecting its desirability and the difficulty in finding one.

In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes. These cars were built in a co-operation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted an trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals. The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS. The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly under-dimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS in 1980, being driven to World Championship status by Walter Röhrl. This is not one of the originals, but it is a splendid recreation, produced by Gareth Kerry. The car gets admired wherever it is taken, for good reason.

ALFA ROMEO

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 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or “step front”, because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by a number of features including: Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading “Giulia Sprint GT” on the boot lid, and rectangular “Disegno di Bertone” badges aft of the front wheel arches; flat, chrome grille in plain, wide rectangular mesh without additional chrome bars; single-piece chrome bumpers; no overriders. 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. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2. The Giulia Sprint GT was fitted with the 1,570 cc version of Alfa Romeo’s all-aluminium twin cam inline four (78 mm bore × 82 mm stroke), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 105 hp at 6,000 rpm. 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. According to Alfa Romeo the car could reach a top speed of “over 180 km/h (112 mph)”. In total 21,902 Giulia Sprint GT were produced from 1963 to 1965, when the model was superseded by the Giulia Sprint GT Veloce. Of these 2,274 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly. For 1966, the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, which was very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. Alongside the brand new 1750 Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake.  Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome “Veloce” script on the tail panel; black mesh grille with three horizontal chrome bars; the grille heart has 7 bars instead of 6; stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets. Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous anti-glare grey finish, front seats revised to a mild “bucket” design, and a dished three aluminium spoke steering wheel, with a black rim and horn buttons through the spokes. The Veloce’s type 00536 engine, identical to the Spider 1600 Duetto’s, featured modifications compared to the Giulia Sprint GT’s type 00502—such as larger diameter exhaust valves. As a result it produced 108 hp at 6,000 rpm, an increase of 3 hp over the previous model, and significantly more torque. The top speed now exceeded 185 km/h (115 mph). Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. Though the Sprint GT Veloce’s replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968.  By then total Giulia Sprint GT Veloce production amounted to 14,240 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) appeared in 1967 along with the 1750 Berlina sedan and 1750 Spider. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1779 cc displacement. Peak power from the engine was increased to 120 hp at 5500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7000 rpm to 6000 rpm. Maximum torque was increased to 137 lb·ft at 3000 rpm. A higher ratio final drive was fitted (10/41 instead of 9/41) but the same gearbox ratios were retained. 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 1779 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 1971. Carburettors were retained for other markets. The chassis was also significantly modified. Tyre size went to 165/14 from 155/15 and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. 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 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the “stepped” bonnet of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV’s also featured larger rear light clusters (there were no 1970 model year Alfas on the US market). Besides the chrome “1750” badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrofoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrofoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior. The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver’s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver’s line of sight than before. 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. Early (Series 1) 1750 GTV’s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 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 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper, except again on the 1971-72 US/Canadian market cars. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. 44,269 1750 GTVs were made before their replacement came along. That car was the 2000GTV. Introduced in 1971, together with the 2000 Berlina sedan and 2000 Spider, the 2 litre cars were replacements for the 1750 range. The engine displacement was increased to 1962 cc. Oil and radiator capacities remained unchanged. The North American market cars had fuel injection, but everyone else retained carburettors.  Officially, both versions generated the same power, 130 hp at 5500 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. Externally the 2000 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. 1/2J × 14 steel items, styled to the “turbina” design first seen on the alloy wheels of the Alfa Romeo Montreal, and the larger rear light clusters first fitted to United States market 1750 GTV’s were standard for all markets. From 1974 on, the 105 Series coupé models were rationalised and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models. 37,459 2000 GTVs were made before production ended and these days they are very sought after with prices having sky-rocketed in recent years.

Alfa replaced the Giulia-based Spider model with an all-new design which finally made its debut in 1966 together with the Giulia Sprint GT Veloce at an event organised in Gardone Riviera. With its boat tailed styling, it quickly found favour, even before taking a starring role in the film “The Graduate”. The original 1600cc engine was replaced by a more powerful 1750cc unit at the same time as the change was made to the rest of the range, and the car continued like this until 1970, when the first significant change to the exterior styling was introduced on the 1750 Spider Veloce, with the original’s distinctive elongated round tail changed to a more conventional cut-off tail, called the “Kamm tail”, as well as improving the luggage space. Numerous other small changes took place both inside and out, such as a slightly different grille, new doorhandles, a more raked windscreen, top-hinged pedals and improved interior trim. 1971 saw the Spider Veloce get a new, larger powerplant—a 1962 cc, 132 hp unit—and consequently the name was changed from 1750 Spider Veloce to 2000 Spider Veloce. The 1600 Spider restarted production a year later as the Spider 1600 Junior, and was visually identical to the 1300. 1974 saw the introduction of the rare, factory request, Spider-Targa. Based upon the Spider, it featured a Porsche style solid rear window and lift out roof panels, all made out of black GRP type material. Less than 2,000 models of such type were ever made and was the only part solid roof Spider until the introduction of the factory crafted hard top. The 1300 and 2000 cars were modified in 1974 and 1975 respectively to include two small seats behind the front seats, becoming a “two plus two” four seater. The 1300 model was discontinued in 1977. Also, between 1974 and 1976, the early-style stainless-steel bumpers were discontinued and replaced with black, rubber-clad units to meet increasingly stringent North American crash requirements. 4,557 examples of the 1300 Junior were made and 4,848 of the 1600 Junior as well as 16,320 2000 Spider Veloces and 22,059 of 2000 Spider Veloce US version. There were also 4,027 1750 Spider Veloces produced.

It was nice to see Glen and Karen Moffat here with their S2 AlfaSud here and, even better, it was not the only AlfaSud here. These characterful small cars evoke a very positive reaction, with many people wistfully recollecting one that they, or their parents, owned back in the 1970s, but observing that the car, whilst divine to drive, simply rusted away almost before your very eyes. There are a lot more of these cars left in the UK than you might imagine, but most of them are on SORN, needing massive restorations that may or may not ever happen. That should not detract from the splendour of the models on show at this event. Alfa Romeo had explored building a smaller front wheel drive car in the 1950s but it was not until 1967 that firm plans were laid down for an all-new model to fit in below the existing Alfa Romeo range. It was developed by Austrian Rudolf Hruska, who created a unique engineering package, clothed in a body styled by Giorgetto Giugiaro of ItalDesign. The car was built at a new factory at Pomigliano d’Arco in southern Italy, hence the car’s name, Alfa Sud (Alfa South). January 18, 1968, saw the registration at Naples of a new company named “Industria Napoletana Costruzioni Autoveicoli Alfa Romeo-Alfasud S.p.A.”. 90% of the share capital was subscribed by Alfa Romeo and 10% by Finmeccanica, at that time the financial arm of the government controlled IRI. Construction work on the company’s new state sponsored plant at nearby Pomigliano d’Arco began in April 1968, on the site of an aircraft engine factory used by Alfa Romeo during the war. The Alfasud was shown at the Turin Motor Show three years later in 1971 and was immediately praised by journalists for its styling. The four-door saloon featured an 1,186 cc Boxer water-cooled engine with a belt-driven overhead camshaft on each cylinder head. It also featured an elaborate suspension setup for a car in its class (MacPherson struts at the front and a beam axle with Watt’s linkage at the rear). Other unusual features for this size of car were four-wheel disc brakes (with the front ones being inboard) and rack and pinion steering. The engine design allowed the Alfasud a low bonnet line, making it very aerodynamic (for its day), and in addition gave it a low centre of gravity. As a result of these design features, the car had excellent performance for its engine size, and levels of roadholding and handling that would not be equaled in its class for another ten years. Despite its two-box shape, the Alfasud did not initially have a hatchback. Some of the controls were unorthodox, the lights, turn indicators, horn, wipers and heater fan all being operated by pulling, turning or pushing the two column stalks. In November 1973 the first sport model joined the range, the two-door Alfasud ti—(Turismo Internazionale, or Touring International).Along with a 5-speed gearbox, it featured a more powerful version of the 1.2 engine, brought to 67 hp by adopting a Weber twin-choke carburettor; the small saloon could reach 160 km/h. Quad round halogen headlamps, special wheels, a front body-colour spoiler beneath the bumper and rear black one around the tail distinguished the “ti”, while inside there were a three-spoke steering wheel, auxiliary gauges, leatherette/cloth seats, and carpets in place of rubber mats. In 1974, Alfa Romeo launched a more upscale model, the Alfasud SE. The SE was replaced by the Alfasud L (Lusso) model introduced at the Bruxelles Motor Show in January 1975. Recognisable by its bumper overriders and chrome strips on the door sills and on the tail, the Lusso was better appointed than the standard Alfasud (now known as “normale”), with such features as cloth upholstery, headrests, padded dashboard with glove compartment and optional tachometer. A three-door estate model called the Alfasud Giardinetta was introduced in May 1975. It had the same equipment of the Alfasud “L”. It was never sold in the UK and these models are particularly rare now. The Lusso model was produced until 1976, by then it was replaced with the new Alfasud 5m (5 marce, five speed) model, the first four-door Alfasud with a five-speed gearbox. Presented at the March 1976 Geneva Motor Show, it was equipped like the Lusso it replaced.  In late 1977 the Alfasud Super replaced the range topping four-door “5m”; it was available with both the 1.2- and 1.3-litre engines from the “ti”, though both equipped with a single-choke carburettor.The Super introduced improvements both outside, with new bumpers including large plastic strips, and inside, with a revised dashboard, new door cards and two-tone cloth seats. Similar upgrades were applied to the Giardinetta. In May 1978 the Sprint and “ti” got new engines, a 78 hp 1.3 (1,350 cc) and a 84 hp 1.5 (1,490 cc), both with a twin-choke carburettor.  At the same time the Alfasud ti received cosmetic updates (bumpers from the Super, new rear spoiler on the boot lid, black wheel arch extensions and black front spoiler) and was upgraded to the revised interior of the Super. The 1.3 and 1.5 engines were soon made available alongside the 1.2 on the Giardinetta and Super, with a slightly lower output compared to the sport models due to a single-choke carburettor. All Alfasuds were upgraded in 1980 with plastic bumpers, new instrument panel, headlamps and rear lights as well as other revisions. The Ti version was now fitted with a twin-carburettor version of the 1490 cc engine that had been fitted to the Sprint the previous year, developing 95 bhp A three-door hatchback was added to the range in 1981 in either SC or Ti trim and the two-door Ti and Giardinetta were deleted from most markets around this time. Belatedly in 1982 the four-door cars were replaced by five-door versions as by now, most of its competitors were producing a hatchback of this size, although some also produced a saloon alternative. The range was topped by the five-door Gold Cloverleaf, featuring the 94 hp engine from the Ti and enhanced interior trim. In 1983 an attempt to keep pace with the hot hatchback market, the final version of the Alfasud Ti received a tuned 1490 cc engine developing 105 PS Now named Quadrifoglio Verde (Green Cloverleaf) this model was also fitted with Michelin low profile TRX tyres on metric rims as well as an enhanced level of equipment. The five-door Alfasud saloons were replaced by the 33 models in 1983. The 33 was an evolution of the AlfaSud’s floorpan and running gear, including minor suspension changes and a change from four-wheel disc brakes to front disc and rear drum brakes to reduce costs. The three-door versions continued for a further year before being replaced by the unsuccessful Alfa Romeo Arna a joint venture between Alfa Romeo and Nissan.

There was a nice example of the Alfa 75 here, the last Alfa model to be developed before the company was bought by Fiat. It was introduced in May 1985, to replace the 116 Series Giulietta with which it shared many components. It was named to celebrate Alfa’s 75th year of production. The body, designed by head of Alfa Romeo Centro Stile Ermanno Cressoni, was styled in a striking wedge shape, tapering at the front with square headlights and a matching grille. The 75 was only ever sold as a four door saloon, though at the 1986 Turin Auto Salon, a prototype 75 estate was to be seen, an attractive forerunner of the later 156 Sportwagon. This version was, however, never listed for sale, being cancelled after Fiat took control of Alfa Romeo. The car, dubbed the 75 Turbo Wagon, was made by Italian coachbuilder Rayton Fissore using a 75 Turbo as the basis. Two estate versions were to be found at the later 1987 Geneva Motor Show; one was this Turbo Wagon and the other was a 2.0 litre version named the Sportwagon. The 75 featured some unusual technical features, most notably the fact that it was almost perfectly balanced from front to rear. This was achieved by using transaxle schema — mounting the standard five-speed gearbox in the rear connected to the rear differential (rear-wheel drive). The front suspension was a torsion bar and shock absorber combination and the rear an expensive de Dion tube assembled with shock absorbers; these designs were intended to optimize the car’s handling; moreover the rear brake discs were fitted at the centre of the rear axle, near the gearbox-differential group. The engine crankshaft was bolted directly to the two-segment driveshaft which ran the length of the underside from the engine block to the gearbox, and rotated at the speed of the engine. The shaft segments were joined with elastomeric ‘doughnuts’ to prevent vibration and engine/gearbox damage. The 2.0 litre Twin Spark and the 3.0 Litre V6 were equipped with a limited slip differential. The 75 featured a then-advanced dashboard-mounted diagnostic computer, called Alfa Romeo Control, capable of monitoring the engine systems and alerting the drivers of potential faults. The 75 engine range at launch featured four-cylinder 1.6, 1.8 and 2.0 litre petrol carburettor engines, a 2.0 litre intercooled turbodiesel made by VM Motori, and a 2.5 litre fuel injected V6. In 1986, the 75 Turbo was introduced, which featured a fuel-injected 1779 cc twin-cam engine using Garrett T3 turbocharger, intercooler and oil cooler.  In 1987, a 3.0 litre V6 was added to the range and the 2.0 lire Alfa Romeo Twin Cam engine was redesigned to have now two spark plugs per cylinder, the engine was named as Twin Spark. With fuel injection and variable valve timing this engine produced 146 hp. This was the first production engine to use variable valve timing. In North America, where the car was known as the Milano, only the 2.5 and 3.0 V6s were available, from 1987 to 1989. The North American 2.5-litres were fundamentally different from their European counterparts. Due to federal regulations, some modifications were required. Most noticeable from the outside were the ‘America’ bumpers, with the typical rubber accordions in them. Furthermore, these bumpers had thick (and heavy) shock-absorbing material inside them and in addition, they were mounted to the vehicle on shock absorbers. To accommodate these shock absorbers, the ‘America’-bodies were slightly different from the European ones. The North American cars also had different equipment levels (depending on the version: Milano Silver, Milano Gold or Milano Platinum). electrically adjustable outside mirrors, electrically reclining seats and cruise control were usually optional in Europe. The car was also available with a 3-speed ZF automatic gearbox option for the 2.5 V6. Other, more common options such as electrically operated rear windows and an A/C system were standard in the USA. The USA-cars also had different upholstery styles and of course different dashboard panels also indicating speed in mph, oil pressure in psi and coolant temperature in degrees F, and as a final touch the AR control was different, including a seat belt warning light. The European-spec 2.5 V6 (2.5 6V Iniezione or 2.5QV) was officially sold only between 1985 and 1987, although some of them were not registered until 1989. Relatively few of them were sold (about 2800 units), especially when the 155 PS 1.8 Turbo was launched, which in some countries was cheaper in taxes because of its lower displacement. To create a bigger space between the V6 and the inline fours, the 2.5 was bored out to 2959 cc to deliver 188 PS and this new engine was introduced as the 3.0 America in 1987. As its type designation suggests, the 3.0 only came in the US-specification, with the impact-bumpers and in-boot fuel tank. However, the European ‘America’s’ were not equipped with side-markers or the door, bonnet and boot lid fortifications. Depending on the country of delivery, the 3.0 America could be equipped with a catalytic converter. In 1988 engines were updated again, the 1.8 litre carburettor version was replaced with fuel injected 1.8 i.e. and new bigger diesel engine was added to the range. In the end of 1989 the 1.6 litre carburettor version was updated to have fuel injection and 1990 the 1.8 Turbo and 3.0i V6 got some more power and updated suspension. The 3.0 V6 was now equipped with a Motronic system instead of an L-Jetronic. The 1.8 Turbo was now also available in ‘America’-spec, but strangely enough not available for the USA market. The 3.0 V6 did make it to the United States, and was sold as Milano Verde. The UK never particularly warmed to the 75 when it was new, but its reputation has got ever stronger as the car ages.

The 916 Series cars were conceived to replace two very different models in the Alfa range. First of these was the open topped 105 Series Spider which had been in production since 1966 and by the 1990s was long overdue a replacement. Alfa decided to combine a follow on to the Alfetta GTV, long out of production, with a new Spider model, and first work started in the late 1980s. The task was handed to Pininfarina, and Enrico Fumia’s initial renderings were produced in September 1987, with the first clay models to complete 1:1 scale model made in July 1988. Fumia produced something rather special. Clearly an Italian design, with the Alfa Romeo grille with dual round headlights, recalling the Audi-based Pininfarina Quartz, another design produced by Enrico Fumia back in 1981, the proposal was for a car that was low-slung, wedge-shaped with a low nose and high kicked up tail. The back of the car is “cut-off” with a “Kamm tail” giving improved aerodynamics. The Spider would share these traits with the GTV except that the rear is rounded, and would feature a folding soft-top with five hoop frame, which would completely disappear from sight under a flush fitting cover. An electric folding mechanism would be fitted as an option. Details included a one-piece rear lamp/foglamp/indicator strip across the rear of the body, the minor instruments in the centre console angled towards the driver. The exterior design was finished in July 1988. After Vittorio Ghidella, Fiat’s CEO, accepted the design, Alfa Romeo Centro Stile under Walter de Silva was made responsible for the completion of the detail work and also for the design of the interiors, as Pininfarina’s proposal was not accepted. The Spider and GTV were to be based on the then-current Fiat Group platform, called Tipo Due, in this case a heavily modified version with an all new multilink rear suspension. The front suspension and drivetrain was based on the 1992 Alfa Romeo 155 saloon. Chief engineer at that time was Bruno Cena. Drag coefficient was 0.33 for the GTV and 0.38 for the Spider. Production began in late 1993 with four cars, all 3.0 V6 Spiders, assembled at the Alfa Romeo Arese Plant in Milan. In early 1994 the first GTV was produced, with 2.0 Twin Spark engine. The first premiere was then held at the Paris Motor Show in 1994. The GTV and Spider were officially launched at the Geneva Motor Show in March 1995 and sales began the same year. The cars were well received. At launch, many journalists commented that Alfa had improved overall build quality considerably and that it came very close to equalling its German rivals. I can vouch for that, as I owned an early GTV for eighteen months, and it was a well built and reliable car. In 1997 a new engine, a 24-valve 3.0 litre V6, was available for the GTV along with bigger, 12.0 inch brakes and red four-pot calipers from Brembo. The console knobs were changed from round central to rectangle ones and to a three-spoke steering wheel. Some versions were upgraded with different front bumper mesh to bring the wind noise down to 74 dBA. In May 1998 the cars were revamped for the first time, creating the Phase 2 models. Most of the alterations were inside. The interior was changed with new centre console, painted letters on skirt seals, changed controls and switches arrangement and different instrument cluster. Outside, the main changes included chrome frame around the grille and colour-coded side skirts and bumpers. A new engine was introduced, the 142 hp 1.8 Twin Spark, and others were changed: the 2.0 Twin Spark was updated with a modular intake manifold with different length intakes and a different plastic cover. Power output of the 2.0 TS was raised to 153 hp. Engines changed engine management units and have a nomenclature of CF2. The dashboard was available in two new colours in addition to the standard black: Red Style and Blue Style, and with it new colour-coded upholstery and carpets. The 3.0 24V got a six-speed manual gearbox as standard and the 2.0 V6 TB engine was now also available for the Spider. August 2000 saw the revamp of engines to comply with new emission regulations, Euro3. The new engines were slightly detuned, and have a new identification code: CF3. 3.0 V6 12V was discontinued for the Spider and replaced with 24V Euro3 version from the GTV. 2.0 V6 Turbo and 1.8 T.Spark were discontinued as they did not comply with Euro3 emissions. By the 2001-2002 model year, only 2 engines were left, the  2.0 Twin.Spark and 3.0 V6 24V, until the Phase 3 engine range arrived. The Arese plant, where the cars had been built,  was closing and, in October 2000, the production of GTV/Spider was transferred to Pininfarina Plant in San Giorgio Canavese in Turin. In 2003 there was another and final revamp, creating the Phase 3, also designed in Pininfarina but not by Enrico Fumia. The main changes were focused on the front with new 147-style grille and different front bumpers with offset numberplate holder. Change to the interior was minimal with different centre console and upholstery pattern and colours available. Instrument illumination colour was changed from green to red. Main specification change is an ASR traction control, not available for 2.0 TS Base model. New engines were introduced: 163  hp 2.0 JTS with direct petrol injection and 237 hp 3.2 V6 24V allowing a 158 mph top speed. Production ceased in late 2004, though some cars were still available for purchase till 2006. A total of 80,747 cars were made, and sales of the GTV and Spider were roughly equal. More V6 engined GTVs than Spiders were made, but in 2.0 guise, it was the other way round with the open model proving marginally more popular.

When it came to replacing the 33, Alfa decided that they needed not just a five door hatch, but a three door as well, just as had been offered with the AlfaSud. The three door model, the Alfa Romeo 145 (Tipo 930A) was first to appear, making its debut on static display at the April 1994 Turin Motor Show and then at the Paris Motor Show in July. A simultaneous European commercial launch was planned for 9 September, but it was delayed until October. It was only in April 1992 that work had begun on a second car, the 146 or Tipo 930B, derived from and to be sold alongside the 145; with its more traditionally Alfa Romeo style it was aimed at a different clientele, that of the outgoing Alfa Romeo 33. The 146 premiéred in November 1994 at the Bologna Motor Show and went on sale in May 1995. The two cars shared design plans and interior components from the B-pillar forwards, but with very different looking rear ends. Based, as they were, on the Fiat Group’s Tipo Due (Type Two) platform, the 145 and 146 had a unibody structure, front MacPherson strut and rear trailing arm suspensions. A peculiarity of these cars is that they were designed to be fitted with both longitudinal engines (the older Boxers) and with transverse engines (the diesels and the Twin Spark). The former were mounted in the same configuration as on the 33 or Alfasud, that is longitudinally overhanging the front axle with the gearbox towards the cabin; the latter in the conventional transverse position with the gearbox to the left side. All engines were coupled to 5-speed manual transmissions. Steering was rack and pinion, with standard hydraulic power assistance. At launch the engine line-up for both cars comprised a 1.9-litre inline-four turbo diesel and the boxer petrol engines from the 33, in 1.3 8-valve, 1.6 8-valve and range topping 1.7 16-valve flat four forms. Depending on the market, the engines were available in either or both base and better equipped L (for “Lusso”) trim levels; L trim standard equipment was richer on larger engined cars. Flagship sport models with the two-litre 16-valve Twin Spark inline-four engine from the Alfa Romeo 155 arrived a year after the début: the 145 Quadrifoglio and 146 ti. Each of the two-litre versions had a unique trim level; both included richer standard equipment than L trims, like ABS, leather-wrapped steering wheel and shifter knob and available Recaro sport seats. The 145 Quadrifoglio (145 Cloverleaf in the UK), launched at the September 1995 Frankfurt Motor Show and on sale from October,had deep body-colour side skirts with “green cloverleaf” badges and 5-hole alloy wheels. The 146 ti went on sale in February 1996. It came with painted side skirts, a boot spoiler and 12-hole alloy wheels. Two-litre cars were equipped with stiffer suspension, uprated all-disk braking system, ABS, wider, lower-profile tires and ‘quick-rack’ direct steering (also seen on the 155, GTV and Spider) which improved responsiveness, but also compromised the turning circle. The sporty suspension set-up was harsher than many others in its category at the time, but this was in line with the Fiat Group’s marketing of Alfa Romeo as a sporting brand and it is said to have resulted in class leading handling. From January 1997 all the boxer engines were phased out in favour of 1.4, 1.6 and 1.8 versions of the Twin Spark 16-valve engine.1.8-litre cars adopted the sport chassis, steering and brakes of the Quadrifoglio/ti, and also offered some of their optional equipment such as the sport seats. At the same time the interior was updated: a new air conditioning system, a redesigned dashboard an upholstered insert were fitted. Outside changes were minor: new wheel covers and alloy wheels and a wider choice of paint colours. In late 1997 Alfa Romeo introduced the Junior, a trim level targeted at young buyers that combined the sport styling and chassis setup of the range topping models with the affordable entry-level 1.4 powertrain, later with 1.6 engine too. Based on the 1.4 L, Junior cars were distinguished by the Quadrifoglio’s side skirts with “Junior” badges, specific 15 inch alloy wheels, and by the stainless steel exhaust tip (as well as, on the 146, the boot spoiler) from the ti. A year later 1.8 and 2.0 Twin Spark engines received the updates first introduced on the Alfa Romeo 156; thanks to variable length intake manifolds the two powertrains gained 4-5 PS and reached peak torque at engine speeds some 500 rpm lower. At the Geneva Motor Show in March 1999 Alfa Romeo introduced the restyled ’99 line-up for both models. The new common rail direct injection 1.9 JTD turbo diesel replaced the 1.9 TD. The main changes outside were new, body-colour bumpers with round fog lights and narrow protection strips; the interior got new upholstery and detail trim changes such as chrome vent surrounds. Optional side airbags complemented the already available passenger and standard driver airbags. The Junior trim level was discontinued, in favour of “pack sport” option package that included side skirts, rear spoiler, alloy wheels, leather-wrapped steering wheel and sport seats, all standard features on the two-litre models. A second “pack lusso” package offered leather steering wheel, velour upholstery and mahogany wood trim. In September of the next year, at the Paris Motor Show the all-new Alfa Romeo 147 was presented Eventually, in 2000, the 145/146 cars were superseded by the all-new 147, which was a far bigger commercial success, with its acclaimed styling front end and improved quality. Still, many enthusiasts feel that it lost a little of the special feel and Alfa Romeo that the 145 had. 221,037 145s and 233,295 146s were built, There are depressingly few survivors of either model in the UK, so it was nice to see a 146 represented here.

Last year, we were delighted to welcome Alexandre Genest, with his immaculate 156 Sport Wagon, which he had brought over from France, en route to National Alfa Day. He had found the event almost by accident, but having enjoyed it so much, this year made early plans to come along again. Definitely the attendee who had come the furthest. His was not the only 156 SW here, though. The 156 was first launched in 1997, with cars going on sale towards the end of that year. A significant addition to the 156 range came in 2000 with the introduction of the Sportwagon station wagon or estate bodystyle, debuting at the Geneva Motor Show. The new bodystyle was in development from 1998 by Stola under the project code ‘932 AF’. According to Stola’s records the initial considered name was “Powerwagon”. While not a core part of the company’s range, estate versions of the Alfasud and 33 – the first to carry the name Sportwagon – were produced and a 75 Sportwagon was shown at Geneva, but became an early victim of the Fiat takeover. The Sportwagon was also available with Boge-Nivomat self-levelling hydropneumatic rear suspension. The Sportwagon was marketed as a lifestyle estate without large carrying capacity. The Sportwagon bodystyle filled a gap in the market that Alfa Romeo had distanced themselves from since the 33 SportWagon of the 1980s.

Rather than replacing the 916 Series GTV with a single model, Alfa elected to produce two successors., The more commodious of the two, the GT, was the first to appear, making its debut in March 2003 at the Geneva Motor Show, finally going on sale in early 2004. It was built at the Pomigliano plant, alongside the 147 and 159. The GT was based on the Alfa 156 platform, which was also used for the 147, providing the 2-door coupé with genuine five-passenger capacity. It was styled by Bertone. Most mechanicals were taken directly from the 156/147 using the same double wishbone front suspension and MacPherson rear setup. The interior was derived form the smaller hatchback 147 and shared many common parts. The GT shared the same dash layout and functions, the climate control system as well as having a similar electrical system. Some exterior parts were taken from 147 with the same bonnet, wing mirrors and front wings (from 147 GTA). The engine range included both a 1.8 TS, and 2.0 JTS petrol engine, a 1.9 MultiJet turbodiesel, and a top-of-the-range 240 bhp 3.2 V6 petrol. There were few changes during the GT’s production life. In 2006 Alfa introduced a 1.9 JTD Q2 version with a limited slip differential, and also added a new trim level called Black Line. In 2008 Alfa introduced the cloverleaf model as a limited edition complete with new trim levels, lowered suspension, body kit, 18 inch alloy wheels and was only available in the colours black, Alfa red, or blue. with 1.8 and 2.0 litre petrol engines as well as the 1.9 litre Multijet turbo diesel. The GT was acclaimed for its attractive styling and purposeful good looks, in 2004 being voted the world’s most beautiful coupe in the annual ‘World’s Most Beautiful Automobile’ (L’Automobile più Bella del Mondo) awards. The car sold reasonably well, with 80,832 units being produced before the model was deleted in 2010.

The other 916 series replacement cars were the Brera and Spider models, and there were a lot of them here. Visually similar to the 159 models at the front, the Brera and Spider boasted unique styling from the A pillars rearwards. They were offered with the same range of engines as the 159, and thanks to that strong, but rather heavy platform on which they were built, even the 3.2 litre V6 cars were more Grand Tourer than rapid sports car. Pininfarina was responsible for both models. The Brera was first to market, in 2005, with the Spider following in 2006. Production of both ceased in late 2010, by which time 12,488 units of the Spider and 21,786 units of the Brera had been built. It will be very surprising if these do not attain classic status, and the consequent rise in values, though that has not happened yet.

The Alfa Romeo MiTo (Type 955) is a front-wheel drive, three-door supermini designed by Centro Stile Alfa Romeo and presented in 2008 at Castello Sforzesco in Milan with an international introduction at the British Motor Show in 2008. The new car was provisionally named the “Junior”. In November 2007, Alfa Romeo launched a European public naming competition; the winner from each country to win an Alfa Romeo Spider or an Alfa Romeo mountain bike. The winning name was “Furiosa”, which scored well in Italy, France, United Kingdom and Germany, but not in Spain. In 2008, Alfa Romeo announced “MiTo” as the official name, a portmanteau of Milano (Milan) & Torino (Turin), because it was designed in the former and was assembled in the latter. The name is also a play on the Italian word “mito”, meaning “myth” or “legend”. The MiTo is front-wheel drive, with a system allowing the driver to choose three driving settings: Dynamic, Normal, and All-Weather. The system, marketed as “Alfa DNA,” tunes the behaviour of the engine, brakes, steering, suspension and gearbox. The MiTo also features LED tail lights and 250-litre (8.8 cu ft) of luggage space. The MiTo also features a Q2 electronic differential on the front wheels, which is active with the DNA switch in Dynamic position, and allows for faster and tighter cornering without loss of traction. In 2010 a new transmission for the MiTo was unveiled at the 2010 Geneva Motor Show, the six-speed TCT which is produced by Fiat Powertrain Technologies in Verrone (TCT Dual Dry Clutch Transmission). Magneti Marelli delivers the control system which integrates BorgWarner’s hydraulic actuation module into its own power and transmission control units. It can handle torque inputs of up to 350 N⋅m (258 lbf⋅ft) In Geneva was also unveiled Blue&Me–TomTom, this new system integrates TomTom navigation to the Blue&Me infotelematic system. At its launch the MiTo featured low-displacement turbocharged petrol and diesel engines. Also, a power limited 78 bhp naturally aspirated engine variant is produced to meet the new Italian legislation for young people. MiTo got new electro-hydraulic valve control system Multiair engines from September 2009. MultiAir engines will increase power (up to 10%) and torque (up to 15%), as well as a considerable reduction in consumption levels (up to 10%) and CO2 emissions (up to 10%), of particulates (up to 40%) and NOx (up to 60%). This new engine is available with 104 bhp,133 bhp and 168 bhp power ratings. All multiair versions have start-stop system as standard. In October 2009 was unveiled a dual fuel MiTo version, this version can run with LPG (Liquefied petroleum gas) or petrol, with this engine MiTo has range of 1,200 km (750 miles). The LPG version is made in collaboration with Landi Renzo. In Summer 2010 Alfa introduced the Dual Dry Clutch Transmission called Alfa TCT ( i.e. Twin Clutch Transmission ). From model year 2011 the start-stop system came as standard on all versions. At the 2011 Frankfurt Motor Show, AR introduced two new engines for the MiTo – The 0.9 L I2 TwinAir and a new low emission 85 PS version of the 1.3 JTD diesel engine. The Quadrifoglio Verde (green four-leaf clover) has traditionally been the highest line of Alfa Romeo models. The car (see Alfa Romeo in motorsport article for the history of this emblem) version of Mito was presented at the 2009 Frankfurt Motor Show. The QV version has the new 1.4 litres (1,368 cc) Turbo Multiair inline-four engine 168 bhp at 5500 rpm and 250 Nm (184 lb/ft) of torque at 2500 rpm, with newly engineered suspension, steering and new six-speed C635 gearbox developed by Fiat Powertrain Technologies (FPT). Its specific output of 124 PS per litre was highest in its segment at that time. The new multiair technology allows fuel consumption of 6 l/100 km (47 mpg) in EU combined driving and CO2 emissions of 139 g/km. QV had bigger 305 mm front brake discs and exclusive 18″ alloy wheels as standard and Sabelt carbon fibre backed bucket seats as an option. From 2014 QV was now available with TCT robotised gearbox which brought down the 0–100 km/h time to 7.3 s. With the 2016 facelift, the QV was renamed as the Veloce. For model year 2014, the MiTo got a new 105 PS 0.9 L Turbo TwinAir engine, new chrome-plated grille, new Anthracite grey colour and new burnished front light clusters. The car interior was also updated with new upholsteries, three new dashboards looks, as well as the new Uconnect 5.0 infotainment systems. The engine range now consists two turbo diesel engines (the updated E5+ 85 PS 1.3 L JTDM and the 120 PS 1.6 L JTDM) and five petrol engines: the 70 PS 1.4, the 78 PS 1.4, the 135 PS 1.4 MultiAir Turbo (with manual or Alfa TCT Dual Dry Clutch Transmission) and the 170 PS 1.4 MultiAir Turbo. The range has also 120 HP 1.4 LPG Turbo option. Debuting at the 2016 2016 Geneva Motor Show, the revised Mito featured a facelifted front fascia with a new updated brand logo and new lettering. Trim line up was changed to Mito, Super and Veloce. A new body colour and new rims designs also became available. The previous MiTo QV became the Mito Veloce, available with 170 PS engine and TCT transmission. The MiTo was marketed across a single generation from 2008 to 2018, sharing the Fiat Small platform with the Fiat Grande Punto. Production reached 293,428 at FCA’s Mirafiori plant.

Replacing the 147, the Alfa Romeo Giulietta (Type 940) is a five door hatchback positioned as a sporty and luxury car. Production started near the end of 2009 and the model was introduced at the March 2010 Geneva Motor Show. The Giulietta was placed second in the 2011 European Car of the Year awards. The platform used in the Fiat Group’s Compact, successor of the C-platform (base for Fiat Stilo, Fiat Bravo and Lancia Delta). Practically this was an all-new modular platform, only the central front part coming from the previous C-platform, but that part is modified also. Fiat Group used around 100 million euros to developing it. Mistakenly the journalists called the C-Evo platform, but Fiat never called on this name. It has a longer wheelbase, shorter overhangs and an advanced new type of MacPherson strut front suspension and multi-link rear suspension. Depending on the market and trim level, 16, 17, or 18-inch wheels are available. Available tire sizes are 205/55 R16, 225/45 R17, and 225/40 R18. The wheels use a 5-hole pattern with a 110 mm bolt circle. The length of the Giulietta is around 4.3 metres (14 ft). Only a five-door body is available for sale. In a viability plan forwarded to the US Government in February 2009, Chrysler (a partner of Alfa Romeo parent company Fiat) reported that the 147 replacement would come to market as the Milano and that it could be built in the USA. However, as of early 2010 Fiat was instead planning to concentrate on bringing larger models to the US, such as the Giulia. At the 2013 Frankfurt International Motor Show Alfa Romeo presented an updated Giulietta.  Trim changes include a new Uconnect infotainment system with 5″ or 6.5″ Radionav touchscreen, a new front grille, a chrome-plated frame for the fog lights, a new and more supportive seat design, new wheels (16, 17 and 18-inch), as well as new exterior colours: Moonlight Pearl, Anodizzato Blue and Bronze. A new diesel engine variant has also arrived, the two-litre JTDM 2, developing 150 PS (148 bhp) and 380 Nm (280 lb/ft). In the 2014 range, all engines comply with Euro 5+ (Euro 6-ready) emission standards. Debuting at 2016 Geneva Motor Show, New Giulietta with facelifted front resembling Giulia and with new updated brand logo and new lettering. Trim line up will be changed to Giulietta, Giulietta Super and Giulietta Veloce. New body colour, new rims designs. Previous Giulietta QV will now be changed into sporty Veloce trim available with 240 PS (237 bhp) engine and TCT transmission. Also debuting was a new 1.6 JTDm 120 PS (118 bhp) TCT diesel engine. For 2019, the Giulietta had updated engines, all Euro 6 D: a 1.4-litre 120 PS turbo petrol, a 1.6-litre 120 PS Multijet with manual or Alfa TCT automatic transmission, and a 2.0-litre 170 PS Multijet with Alfa TCT. The top of the range model was a version with 1,742 cc turbocharged TBi engine rated 235 PS (232 bhp), lowered ride height (15 mm (0.6 in) at the front and 10 mm (0.4 in) at the rear), 18-inch Spoke design alloy wheels with dark titanium finish and 225/40 R18 tyres plus 18-inch 5 hole design alloy wheels as an option; an enhanced braking system (330 mm (13.0 in) front, 278 mm (10.9 in) rear) with calipers painted Alfa red; dark tinted windows, sports kick plates, cloverleaf badges, leather and microfibre seats plus sports leather seats as an option; dark brushed aluminium dashboard. 1750 is an engine size which has its roots in Alfa Romeo’s history, with 1.75 L engines being used to power some of Alfa Romeo’s first cars. The UK version was originally marketed as the Giulietta Cloverleaf, then Quadrifoglio Verde through ’14-’15 before finally being renamed to the Veloce in 2016 until the end of production. At the 2014 Geneva Motor Show, Alfa Romeo introduced a new Quadrifoglio Verde, it has new 1,742 cc Turbo direct injection aluminium-block Inline-four engine now upgraded to 240 PS (237 bhp) at 5750 rpm and 340 Nm (251 lb/ft) at 2000 rpm of torque and Alfa TCT 6-speed twin dry clutch transmission borrowed from the Alfa Romeo 4C. With new engine the Giulietta’s flagship can exceed 240 km/h (149 mph) and accelerate from 0 to 100 km/h (62 mph) in only 6.0 seconds. This new facelifted version was premiered with a limited ‘Launch Edition’, recognizable by the black-finish on the sills all round. Available in new matt Grigio Magnesio Opaco along with Rosso Alfa and Rosso Competizione. Each car has its own numbered plaque. Around 700 units were made. Between 2010 and 2019, production reached over 400,000. In 2020, Alfa Romeo announced that they were going to axe the Giulietta and production ended on 22 December 2020 spanning 10 years of sales from a period of 2010 to 2020. In total 469,067 examples were produced until 2020.

The Alfa Romeo 4C is a two-seater, rear-wheel drive coupé with technology and materials derived from the Alfa Romeo 8C Competizione, with a 1750 cc turbo petrol engine with direct injection, the “Alfa TCT” twin dry clutch transmission, and the Alfa DNA dynamic control selector. The 4C concept version was unveiled in the 81st Geneva Motor Show in March 2011, followed by the Mille Miglia 2011 parade, Goodwood Festival of Speed 2011,2011 Frankfurt Motor Show. It was displayed for the first time outside in Concorso d’Eleganza Villa d’Este in 2012. Compared to the production version, it is very similar, with the biggest differences being front lights, side vents and mirrors. The Alfa Romeo 4C Concept was voted the ‘Most Beautiful Concept Car of the Year’ award by the readers of German magazine Auto Bild, and won the Auto Bild Design Award 2011. It was awarded the “Design Award for Concept Cars & Prototypes” by referendum of the public in Villa d’Este. The production car was unveiled at the 2013 Geneva Motor Show, followed by 2013 Essen ‘Techno Classica’, Goodwood Festival of Speed 2013, Moscow Raceway, 2013 Frankfurt Motor Show. The bare ‘4C000’ chassis was also shown at the 2013 Geneva Motor Show. Ordering of European models began in October 2013 at Alfa Romeo dealerships in Europe. As part of the Alfa Romeo 4C launch, Alfa Romeo Style Centre and Compagnia Ducale designed a 4C IFD (Innovative Frame Design) Bicycle, inspired by the Alfa Romeo 4C coupé. The vehicle went on sale in December 2013 and marketed in Europe, Asia and America. Production of the 4C began May 2013 at Maserati’s plant in Modena, with an expected production of up to 2500 units per year. It was the first mass-produced Alfa Romeo model to be sold in the US market since 1995 when the 164 sedan stopped being sold in the US. Production of the Alfa Romeo 4C was originally estimated to be over 1000 units per year, with an upper limit of 3500 units per year, depending on the quantity of carbon fibre chassis that can be built by the supplier Adler Plastic.Within the 3,500-unit quota, 1,000 units are earmarked for Europe. Delivery of the European Alfa Romeo 4C Launch Edition took place at Balocco (Vercelli, Italy) Test Centre. In 2018, the 4C coupe was discontinued for the North American market. The 4C Spider, however continued to be sold there for model year 2019 and model year 2020. In other markets, such as Australia and Japan, both the coupe and Spider continued. In late 2020, a new tribute-edition named the 4C Spider 33 Stradale Tributo was announced. The car was designed by Centro Stile Alfa Romeo (Style Centre) and developed by Alfa Romeo. The chassis is composed of a central carbon fibre tub, with aluminium subframes front and rear. The carbon fibre tub is produced by TTA (Tecno Tessile Adler) in Airola, as a joint venture between Adler Plastic and Lavorazione Materiali Compositi.  The carbon fibre components that make up the chassis are cut using CNC technology. The entire carbon-fiber monocoque chassis (“tub”) of the car weighs 143 pounds (65 kg). Front and rear aluminium subframes combine with the tub, roof reinforcements and engine mounting to comprise the 4C chassis giving the vehicle a total chassis weight of 236 lb (107 kg) and a total vehicle curb weight of just 2,465 lb (1,118 kg). The 4C has a single carbon fibre body, similar to the body of many supercars. The outer body is made of a composite material (SMC for Sheet Moulding Compound) which is 20% lighter than steel. The stability is comparable to steel and better than aluminium. The 4C employs double wishbone suspensions at the front and MacPherson struts at the rear. The resultant weight distribution is 38% on the front and 62% on the rear axle. Wheels and tyres have different diameters and widths front and rear: 205/45 R17 front and 235/40 R18 back as standard, with optional 205/40 R18 and 235/35 R19. Both wheel options come equipped with Pirelli P Zero tyres. The 4C uses vented disc brakes on all wheels; Brembo 305 millimetres (12.0 in) on the front and 292 millimetres (11.5 in) on the rear. The car can stop from 100 km/h (62 mph) in 36 metres. To save weight and increase steering feel, the 4C has no power steering. Its center of gravity height, at 40 centimetres (16 in) off the ground, is 7 centimetres (2.8 in) lower than that of the Lotus Elise. The 4C uses a new all-aluminium 1,742 cc inline 4 cylinder turbocharged engine producing 240 PS at 6000 rpm. The engine has been designed for minimum weight. The engine’s combined fuel consumption 6.8 l/100 km (42 mpg‑imp; 35 mpg‑US). 0–62 mph (0–100 km/h) acceleration is achieved in 4.5 seconds and the top speed is 258 km/h (160 mph), the power-to-weight-ratio being just 0.267 hp/kg (8.22 lb/hp) A journalist from Quattroruote car magazine demonstrated how the 4C accelerates from 0–100 km/h (0–62 mph) faster than 4.5 seconds. In race mode, with left foot on the brake pedal, if you pull the right shift paddle the engine will rev to 3500 rpm, but if you also pull the left paddle the engine will rev to 6000 rpm and 0–100 km/h (0–62 mph) time will go down to 4.2 seconds. Italian car magazine Quattroruote published the lap time of 4C around Nürburgring. It lapped the ring in 8:04. The 4C is equipped with a six speed Alfa TCT Dual Dry Clutch Transmission, and can be operated via gearshift paddles on the steering wheel. It also has an Alfa ‘DNA’ dynamic control selector which controls the behavior of engine, brakes, throttle response, suspension and gearbox. In addition to the modes already seen in Giulietta, the 4C has a new “Race” mode. The U.S. version of the 4C was introduced in the 2014 New York International Auto Show with the first 100 4C’s being shipped to the U.S. early July, with a total of 850 being shipped by the end of 2014. The U.S. model includes extra bracing and strengthening required to meet U.S. crash regulations (including aluminium inserts in the carbon fiber chassis), resulting in 100 kg (220 lb) of weight increase. This version also has new headlamps similar to those seen before in the 4C Spider version. In 2018, the 4C coupe was discontinued for the North American market due to US DOT NHTSA FMVSS 226 Ejection Mitigation. The regulation called for a progressive compliance date based on volume and, due to low volume, the 4C was allowed to continue until the last compliance date of 9/1/2017, thus all 2018 4C coupes in North America have build dates of 8/2017 or earlier. The 4C Spider, however continued to be sold in North America for model year 2019 and model year 2020. The Spider version of the 4C was previewed showing a pre-production prototype at the 2014 Geneva Motor Show. Sharing its engine with the Coupé version, the 4C Spider has different external parts such as the headlights, exhaust and engine hood, as well as a different roof section that features a removable roof panel. The North American spec 4C reflects a weight difference of only 22 lb (10 kg) (2,465 lbs vs. 2,487 lbs) for the Spider variant. Top speed is quoted at 257 km/h (160 mph) and acceleration from 0 to 100 km/h (62 mph) at 4.5 seconds. The 4C Launch Edition was a limited and numbered edition, unveiled at the vehicle’s launch at the 2013 Geneva Motor Show. The vehicle came in a choice of four paint colours (Rosso Alfa, Rosso Competizione tri-coat, Madreperla White tri-coat or Carrara White matte). 500 examples were reserved for Europe/ROW, 500 for North America, 88 for Australia (Rosso Alfa and Madreperla White only), 200 to Japan and 100 for the Middle East. Note that the original press release cited 500 for North America, 400 Europe, and 100 ROW; however, the plaques on actual cars suggest that more were built and are the numbers referenced above. Distinguishing features of the Launch Edition were carbon fiber trim (including headlight housings, spoiler and door mirror caps), rear aluminium extractor with dark finishing, Bi-LED headlights, dark painted 18-inch front and 19-inch rear alloy wheels, additional air intakes on the front fascia, red brake calipers, racing exhaust system, BMC air cleaner, specific calibration for shock absorbers and rear anti-roll bar, leather/fabric sports seats with parts in Alcantara and a numbered plaque. Alfa Red coloured cars got matching red stitching on the steering wheel, handbrake, mats, handles and sports seats. In Europe the vehicle went on sale for 60,000 euros including VAT. The 4C Competizione is a limited edition version of the 4C introduced in the 2018 Geneva Motor Show, finished in matte Vesuvio Grey, with carbon details on the roof, rear spoiler, mirror caps, side air vents and headlight moulding. The run reportedly consisted of 108 units. The Japanese market received 25 units, and 10 units were assigned to Australia. The US-market received no Competizione editions. The car had a very mixed reaction. The UK press hated it at launch, but owners generally disagreed and loved it. A total of 9117 were built before production ceased in 2020.

The Alfa Romeo Giulia is a compact executive car. Known internally as the Type 952, it was unveiled in June 2015, with market launch scheduled for February 2016, and it is the first saloon offered by Alfa Romeo after the production of the 159 ended in 2011. The Giulia is also the first mass-market Alfa Romeo vehicle in over two decades to use a longitudinal rear-wheel drive platform, since the 75 which was discontinued in 1992. The Giulia was second in 2017 European Car of the Year voting and was named Motor Trend Car of the Year for 2018. In 2018, Giulia was awarded the Compasso d’Oro industrial design award. In 2013 Fiat Chrysler Automobiles CEO Sergio Marchionne requested a clean-sheet design for the next Alfa Romeo—a rear-wheel drive sports saloon to help return the company to its roots. He appointed former technical director at Ferrari and chassis engineer for the 458 Speciale Philippe Krief as chief engineer for the Giulia, and asked him to assemble a team of ten to create the Giulia, to be designed and built in two and a half years. Krief oversaw the development of the Giulia, along with the platform that underpins it—Giorgio. This is an all-new, longitudinal-engine, rear-wheel drive platform developed by Alfa Romeo. Marco Tencone of Centro Stile Alfa Romeo at the Fiat Mirafiori factory in Turin headed the design team, with oversight from Lorenzo Ramaciotti. The Giulia had a long gestation and delayed launch due to Marchionne sending its design back to the drawing board. The new Giulia was unveiled to the press at the Museo Storico Alfa Romeo in Arese, on 24 June 2015, at an event which involved only the top-of-the-range Quadrifoglio variant and a rendition of “Nessun dorma” by Italian tenor Andrea Bocelli. The occasion coincided with the company’s 105th anniversary, and also saw the company debut a restyled logo for all future Alfa Romeo models. The Giulia uses a front-engine, rear-wheel-drive layout, targeting an even 50% front and 50% rear weight distribution. Suspension is independent all-around—double wishbone with a semi-virtual steering axis front and multilink rear. All Giulia models employ a carbon-fibre drive shaft made by Hitachi Automotive Systems, as well as aluminium alloy shock towers, suspension components, front wings, and doors. All-wheel drive is offered in non-Quadrifoglio models. The Giulia has a drag coefficient of Cd=0.28. The base Giulia, mid-level Super, and fully loaded Speciale are powered by a 200 PS (197 hp) 2-litre petrol engine, or the choice of 136 PS, 150 PS or 180 PS 2.2-litre turbo diesel engine. The base model comes with 16-inch alloys, the Super can be distinguished with 17-inch alloys and dual chrome exhaust tip for the diesel model. The Speciale has 18-inch alloys, black brake calipers, as well as leather sports seats and sporty bumpers from the Veloce. Fixed rear seat is standard on the base and Super, while the Speciale has folding rear seat. The Giulia Sprint is positioned above the base and Super model grades, but below the Ti and Veloce. In Europe, the early Giulia Sprint was powered by either the base 2.0 gasoline engine, or 180 PS 2.2-litre diesel engine. For 2020, the Sprint got the updated diesel engine with 190 PS. In North America, the Giulia Sprint was new for 2021 model year. It is the entry-level model although motored by the same engine as the Veloce. The diesel-powered Sprint was never offered in North America. The Giulia Veloce was presented at the 2016 Paris International Motor Show held in October. The Veloce offers the choice of two engines: the 2.0-litre turbo petrol and the 2.2-litre diesel inline-4 engines, both equipped with an 8-speed automatic transmission and Alfa Q4 all-wheel drive system (rear-wheel-drive in the UK). The Veloce has specific bumpers and a glossy black door trim; it has also various performance components like special rear extractor with double exhaust pipes and optional 5-spoke 19-inch alloy wheels (the 19-inch option is not available in the UK). On the interior, it has black, red or tan leather sport seats and a sports steering wheel with a suede grip, aluminium inserts on the dashboard, central tunnel, door panels and Xenon headlights. The new four-cylinder petrol engine is rated at a maximum power output of 280 PS (276 hp) at 5,250 rpm and a maximum torque of 400 Nm (295 lb/ft) at 2,250 rpm. It has MultiAir electro-hydraulic valve activation system along with “2-in-1″ ” turbocharger system and direct injection with a 200-bar high pressure system. The 210 PS (207 hp) diesel all aluminium straight-4 engine comes with MultiJet II technology and electrically operated variable geometry turbocharger. The Alfa Q4 all wheel drive system behaves like a rear-wheel drive vehicle: 100% of torque is distributed to the rear axle. As it reaches the wheel adherence limit, the system transfers up to 60% of the torque to the front axle. To ensure maximum speed of response in re-distributing torque, the system exploits a high mechanical over slippage (up to 2.5%) between the two axles, which translates into segment-beating vehicle control in terms of traction and directional stability on bends. Meanwhile, the Giulia Ti is the luxury-oriented version. It has chrome grille and window surrounds, heated steering wheel and front seats, wood panel interior, 18-inch alloy wheels, and headlight washers. Basically, it came with more features than the Sprint, but without paddle shift like in a Veloce. The North American Ti is powered by the 280 hp gasoline engine, while the European Ti was also offered with the 187 hp diesel engine. The Ti was also available with Lusso package which consists of Cannelloni leather interior, heated rear seat, and the choice of multi-spoke or optional “Y” shape 18-inch alloy wheels. With paddle shift, 19-inch 5-hole alloy wheels, sportier front and rear bumpers, the North American Ti Sport was roughly the equivalent of the Veloce, before it was officially called the Veloce for 2022 model year. The American Ti Sport Carbon or European Veloce Ti is basically the Veloce with carbon fibre mirror caps and body kits. Based on the Veloce, the Estrema was released in 2022 for 2023 model year. It came with standard active suspension, 19-inch alloy wheels, “Estrema” side emblems, Alcantara with red stitching seats, dashboard, steering wheel and shift knob, and 14-speakers Harman Kardon sound system. The Giulia Estrema is offered with either 280 PS gasoline engine, or 210 PS diesel engine matched to 8-speed automatic gearbox and Q4 all-wheel-drive system. The top-of-the-line Giulia Quadrifoglio (Italian for “four-leaf clover”) was the first model in the new Giulia range. It was unveiled in Italy in June 2015. It made its official international debut at the 2015 Frankfurt Motor Show. The Quadrifoglio is powered by an all-aluminium alloy, twin-turbocharged gasoline direct injection 90° 690T V6 engine, with a single-cylinder displacement of just under half a litre, for a total of 2,891 cc. This engine was developed for the Quadrifoglio by engineers with Ferrari background and is derived from Ferrari’s own twin-turbocharged F154 CB V8 engine, sharing the California T’s bore x stroke of 86.5 mm × 82 mm. The engine has a maximum power output of 510 PS (503 hp) at 6,500 rpm, and 600 Nm (443 lb/ft) of torque between 2,500 and 5,000 rpm. The turbochargers are single-scroll compressor IHI units integrated into the manifold, with water-charge air coolers. It has side-mounted direct and port fuel injection, and the peak turbo boost reaches up to 1.4 bar (20 psi) relative pressure. From the front, the Quadrifoglio distinguishes itself from the rest of the range by a specific front bumper — with a carbon fibre splitter and enlarged air intakes for the added radiators (additional air-to-water intercooler on the right and additional engine cooling radiator on the left) and for the brakes — and by a bonnet featuring two cooling outlets for the engine bay. The front fenders have air vents and bear Quadrifoglio badges; the side skirts are specific to the model, as are the 19-inch cast or forged alloy wheels. At the rear, a low-profile carbon fibre lip-spoiler is applied to the boot lid, and a rear diffuser makes up the lower half of the bumper, flanked by quadruple exhaust tips. Working in conjunction with the faired-in underside, the diffuser is fully functional in generating downforce — as at the front is the “Active Aero Splitter”, which lowers by 10 degrees between 100 and 230 km/h (62 and 143 mph) in Dynamic or Race modes. The manufacturer claims these active aero elements are the firsts in the Giulia’s market segment and are able to generate up to 100 kp (1 kN; 220 lbf) of downforce at 186 mph (300 km/h). The Giulia Quadrifoglio has a drag coefficient of Cd=0.31. Mechanically, this model was fitted with a torque-vectoring rear differential able to send 100% of the torque to each wheel, and an 8-speed automatic transmission manufactured by ZF, with a ZF six-speed manual transmission available as an option in European markets. A dual-clutch transmission was initially announced but was rejected. The differential was changed to a mechanical limited slip for the 2024 model year. The braking system has the option of Ceramic Composite Material (CCM) carbon-ceramic rotors, 390 mm (15 in) front and 360 mm (14 in) rear. On the interior, the dashboard is part-trimmed in leather and carbon fibre, and the engine start button is located on the multi-function steering wheel. In addition, the driver is offered the Alfa Romeo DNA [it] control selector, placed on the centre console. Driving modes include “Dynamic”, “Natural”, and “Advanced Efficiency”, and “Race” (for high performance — with louder exhaust note and all electronic stability control systems turned off). Sales have been steady but not spectacular but after nearly ten years on the market, there are quite a number on British roads now.

At the 2019 Geneva Motor Show the Alfa Romeo Racing limited edition was introduced, which celebrates Alfa Romeo’s legendary racing history and the entry of a new Italian driver in Formula 1 competition: Antonio Giovinazzi joining the “Alfa Romeo Racing” team together with the 2007 F1 World Champion Kimi Räikkönen. This special edition has exclusive paintwork, as a tribute to the Alfa Romeo Racing C38 Formula 1 car. It has also some stylistic details like some carbon fibre aerodynamic parts and an Akrapovič titanium exhaust system. The weight was reduced by about 28 kilograms (62 lb) from the standard Quadrifoglio, followed by a technical tune-up by Alfa Romeo engineers that has resulted more torque and power, which now amounts to 520 PS/513 bhp.

Preceded by Alfa Romeo’s first off-roader, the Matta, in the 1950s and the Kamal concept car in March 2003, the Stelvio is Alfa Romeo’s first production SUV. The high-performance trim of the Stelvio, the Quadrifoglio, was unveiled on 16 November 2016 at the Los Angeles Auto Show. The European versions of the Stelvio were presented at the Geneva Motor Show in March 2017. On  January 18, 2017, Alfa Romeo began accepting orders for the Stelvio First Edition in the EMEA region. On November 2, 2017, the Stelvio Quadrifoglio went on sale in Italy. The Stelvio uses the same Giorgio platform already used by the Giulia, but slightly modified and raised by 22 cm (8.7 in). The Stelvio also shares the same engines and most of the mechanics, including a carbon-fibre driveshaft. In addition, its track width has increased by 2.9 cm (1.1 in) in the rear and 5.4 cm (2.1 in) in the front. It has a boot capacity of 525 L (18.5 cu ft). The boot sill is aligned with the rear bumper and cargo does not need to be lifted over a lip when being removed. There are large vehicle blind spots behind the car’s pillars. It has a 50/50 weight distribution and a drag coefficient of 0.32 (Cd). Euro NCAP classify it as a large off-road car. In order to reduce the weight of the car, aluminium is used for body panels, as well as for mechanical parts such as the suspension, brakes, and engine. The suspension, called AlfaLink, implements double wishbones in the front, and an aluminium multi-link configuration in the rear. The springs are longer than those in the Giulia, but stiffer to account for the extra weight and ride height. The driver sits nearly 20 cm (7.9 in) higher from the road than in the Giulia.[15] The suspension is tuned for improved handling and driving dynamics, which can compromise ride quality if optional larger-diameter wheels are fitted. Rear-wheel drive as standard, the Stelvio can be optioned with an Alfa Romeo “Q4” all-wheel drive system, which can send up to 50% of power to the front in low-grip conditions. The Stelvio weighs 1,660 kg (3,660 lb) with all fluids, 145 kg (320 lb) less than an equivalent BMW X3 and 110 kg (243 lb) less than a four-cylinder Porsche Macan. The car’s braking system is designed to be less-susceptible to brake fade, which can take time for unfamiliar drivers to get used to. All models feature an 8.8-inch infotainment system with Apple Car Play and Android Auto as standard, while small tweaks have been made throughout the ranges. The car’s engine lineup is similar to that of the Giulia’s, with a turbocharged 2.0-litre inline-four and a 2.2-litre diesel inline-four. The Quadrifoglio trim level offers a 2.9 litre 690T twin-turbo 90° V6 rated at 510 PS (503 bhp), developed for Alfa Romeo by Ferrari. In Europe, consumption standards use the WLTP measuring system, which increases accuracy for consumption and emission figures. On 29 September 2017, a Quadrifoglio model set a Nürburgring lap time of 7 minutes, 51.7 seconds, the fastest for a production SUV. For the 2019 model year, diesel engines of the Stelvio were updated to meet the Euro 6d emissions standards, with AdBlue technology introduced to tackle particulates in the exhaust. Both the 150 PS (148 bhp) and 180 PS (178 bhp) versions got 10 PS (10 bhp) more from this change. In addition, Alfa Romeo introduced a new trim level for Europe: the Ti (Turismo Internazionale). Slightly different than the similarly named Stelvio Ti on sale in the United States, the Euro-spec Ti is fitted with the TBI-M 2.0-litre inline-four, mated to an eight-speed automatic transmission, with power sent to all four wheels through Alfa Romeo’s Q4 all-wheel drive system. In 2020, Alfa Romeo introduced the newly updated Stelvio in China, with both the Giulia and the Stelvio featuring updated interiors, a new 8.8-inch touchscreen for the infotainment system, which now offers a WiFi hotspot, over-the-air software upgrades, integrated emergency call function, and call assistant function. There is the new leather-wrapped multi-function steering wheel and gear lever, with revised dashboard materials. The debut for North America was in the 2019 LA Auto Show. As of 2022 in North America, the Stelvio has four distinct models. Starting with the base model Sprint, the Ti, the Veloce and the top-of-the-line Quadrifoglio. In light of the Alfa Romeo Tonale’s release, Stelvio’s range of models was condensed from seven to four. The Stelvio has been Alfa’s best-selling model in Europe for the past few years though in the UK, the Giulia has done slightly better.

De TOMASO

Designed by American Tom Tjaarda, and unlike the Mangusta, which employed a steel backbone chassis, the Pantera was a steel monocoque design, the first instance of De Tomaso using this construction technique. The Pantera logo included a version of Argentina’s flag turned on its side with a T-shaped symbol that was the brand used by De Tomaso’s Argentinian cattle ranching ancestors. The car made its public debut in Modena in March 1970 and was presented at the 1970 New York Motor Show a few weeks later. Approximately a year later the first production Panteras were sold, and production was increased to three per day.  The curious slat-backed seats which had attracted comment at the New York Show were replaced by more conventional body-hugging sports-car seats in the production cars: leg-room was generous but the pedals were off-set and headroom was insufficient for drivers above approximately 6 ft. Reflecting its makers’ transatlantic ambitions, the Pantera came with an abundance of standard features which appeared exotic in Europe, such as electric windows, air conditioning and even “doors that buzz when … open”. By the time the Pantera reached production, the interior was in most respects well sorted, although resting an arm on the central console could lead to inadvertently activating the poorly located cigarette lighter. The first 1971 Panteras were powered by a Ford 351 cu in (5.8  litre)  V8 engine that produced a severely underrated 330 hp. Stock dynos over the years proved that power was more along the lines of about 380 hp. The high torque provided by the Ford engine reduced the need for excessive gear changing at low speeds: this made the car much less demanding to drive in urban conditions than many of the locally built competitor products. The ZF transaxle used in the Mangusta was also used for the Pantera: a passenger in an early Pantera recorded that the mechanical noises emanating from the transaxle were more intrusive than the well restrained engine noise. Power-assisted four-wheel disc brakes and rack and pinion steering were all standard equipment on the Pantera. The 1971 Pantera could accelerate to 60 mph in 5.5 seconds. In the summer of 1971, a visitor to the De Tomaso plant at Modena identified two different types of Pantera awaiting shipment, being respectively the European and American versions. From outside, the principal differences were the larger tail lamps on the cars destined for America, along with addition of corner marker lamps. The visitor was impressed by the large number of cars awaiting shipment; but in reality, spending the best part of a year under dust covers in a series of large hangars probably did nothing for the cash-flow of the business or the condition of some of the cars by the time they crossed the Atlantic. Late in 1971, Ford began importing Panteras for the American market to be sold through its Lincoln Mercury dealers. The first 75 cars were simply European imports and are known for their “push-button” door handles and hand-built Carrozzeria Vignale bodies. A total of 1,007 Panteras reached the United States that first year. These cars were poorly built, and several Panteras broke down during testing on Ford’s test track. Early crash testing at UCLA showed that safety cage engineering was not very well understood in the 1970s. Rust-proofing was minimal on these early cars, and the quality of fit and finish was poor, with large amounts of body solder being used to cover body panel flaws. Notably, Elvis Presley once fired a gun at his Pantera after it would not start. An L model (“Lusso”) was added in 1972 and a GTS version in 1974, but it was not enough and Ford ended their importation to the US in 1975, having sold around 5,500 cars. De Tomaso continued to build the car in ever-escalating forms of performance and luxury for almost two decades for sale in the rest of the world. A small number of Panteras were imported to the US by grey market importers in the 1980s, notably Panteramerica and AmeriSport. After 1974, Ford US discontinued the Cleveland 351 engine, but production continued in Australia until 1982. De Tomaso started sourcing their V8s from Australia once the American supplies dried up. These engines were tuned in Switzerland and were available with a range of outputs up to 360 PS. The chassis was completely revised in 1980, beginning with chassis number 9000. From May 1980 the lineup included the GT5, which had bonded and riveted-on fibreglass wheelarch extensions and from November 1984 the GT5S model which had blended arches and a distinctive wide-body look. The GT5 also incorporated better brakes, a more luxurious interior, much larger wheels and tires and the fibreglass body kit also included an air dam and side skirts. Production of the wide body GT5 (and similarly equipped narrow body GTS models) continued until 1985, when the GT5-S replaced the GT5. Although the factory has not made its records available, an analysis based on Vehicle Identification Numbers by the Pantera Owners Club of America (POCA) late model (9000 series) registrar has shown that fewer than 252 GT5 Panteras were likely to have been built. The GT5-S featured single piece flared steel fenders instead of the GT5’s riveted-on fibreglass flares, and a smaller steel front air dam. The ‘S’ in the GT5-S name stood for “steel”. Otherwise the GT5-S was largely identical to the GT5. The POCA 9000 series registrar’s VIN analysis indicates that fewer than 183 GT5-S Panteras were built. Concurrent GTS production continued, on a custom order and very limited basis, until the late 1980s. The car continued to use a Ford V8 engine, although in 1988, when the supply of Ford 351 Cleveland engines from Australia ran out, De Tomaso began installing Ford 351 Windsor engines in the Pantera instead. For 1990 the 351 was changed to the Ford 302 cu in (4942 cc, commonly called a “5.0”). Incorporating a Marcello Gandini facelift, suspension redesign, partial chassis redesign and the new, smaller engine, the Pantera 90 Si model was introduced in 1990. Only 38 90 Si models were sold before the Pantera was finally phased out in 1993 to make way for the radical, carbon-fibre-bodied Guarà. Some say 41 were built (with the last one not finished until 1996), of which four were targa models. The targas were converted by Pavesi directly off the production lines. In all, about 7,200 Panteras were built. The car seen here was from the later production, with the much wider body and extended wheelarches.

FERRARI

The Dino 308 GT4 was introduced at the Paris Motor Show in 1973. It only gained the “Prancing Horse” badge in May 1976, which replaced the Dino badges on the front, wheels, rear panel and the steering wheel. This has caused major confusion over the years by owners, enthusiasts and judges. During the energy crisis at that time many prospective owners were hesitant to buy such an expensive automobile not badged “Ferrari” being confused at the significance of the Dino name. The GT4 was a groundbreaking model for Ferrari in several ways: it was the first production Ferrari to feature the mid-engined V8 layout that would become the bulk of the company’s business in the succeeding decades, and was the first production Ferrari with Bertone (rather than Pininfarina) designed bodywork. Pininfarina was upset by the decision to give cross-town rival Bertone the design, considering all they had done for Ferrari. The styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. Some journalists compared it to the Bertone-designed Lancia Stratos and Lamborghini Urraco, also penned by Marcello Gandini. From the cockpit the driver sees only the road. It has perfect 360 degree visibility, no blind spots, upright and comfortable seating position, a real boot, a back seat for soft luggage, and very easy engine access. Enzo Ferrari himself took a major role in its design, even having a mock-up made where he could sit in the car to test different steering, pedals and cockpit seating positioning. The chassis was a tubular spaceframe based on the Dino 246, but was stretched for a 115.2 in wheelbase to make room for the second row of seats. The suspension was fully independent, with double wishbones, anti-roll bars, coaxial telescopic shock absorbers and coil springs on both axles. Niki Lauda helped set up the chassis. The 2927 cc V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox. The engine had an aluminium alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts; it produced 255 hp in the European version and 240 hp in the American. The induction system used four Weber 40 DCNF carburettors. The GT4 was replaced by the Mondial 8 in 1980 after a production run of 2,826 308s and 840 208s.

It was with the 360 Modena that sales of Ferrari models really took off, with unprecedented volumes of the car being sold. The 360 Modena was launched in 1999,  named after the town of Modena, the birthplace of Enzo Ferrari. A major innovation in this all new model came from Ferrari’s partnership with Alcoa which resulted in an entirely new all-aluminium space-frame chassis that was 40% stiffer than the F355 which had utilised steel. The design was 28% lighter despite a 10% increase in overall dimensions. Along with a lightweight frame the new Pininfarina body styling deviated from traditions of the previous decade’s sharp angles and flip-up headlights. The new V8 engine, common to all versions, was of 3.6 litre capacity with a flat plane crankshaft, titanium connecting rods and generates 400 bhp  Despite what looks like on paper modest gains in reality the power to weight ratio was significantly improved on over the F355, this was due to the combination of both a lighter car and more power. The 0 to 100 km/h acceleration performance improved from 4.6 to 4.3 seconds. The first model to be rolled out was the 360 Modena, available as a manual, or an F1 electrohydraulic manual. Next up was an open car. The 360 was designed with a Spider variant in mind; since removing the roof of a coupe reduces the torsional rigidity, the 360 was built for strength in other areas. Ferrari designers strengthened the sills, stiffened the front of the floorpan and redesigned the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible’s necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars. The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium construction throughout, the Spider weighs in only 60 kg heavier than the coupé. As with the Modena version, its 3.6 litre V8 with 400 bhp is on display under a glass cover. The engine — confined in space by the convertible’s top’s storage area — acquires additional air supply through especially large side grills. The intake manifolds were moved toward the center of the engine between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Modena. In terms of performance, the 0-60 mph time was slightly slower at 4.4 seconds due to the slight weight increase, and the top speed was reduced from 189 to 180 mph. Despite the car’s mid-mounted V8 engine, the electrically operated top is able to stow into the compartment when not in use. The convertible top was available in black, blue, grey and beige. The transformation from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed “a stunning 20 second mechanical symphony”. The interior of the Spider is identical to that of the coupé.

After a gap of some years, Ferrari added a 4 seater V8 model to the range at the 2008 Paris Motor Show, with the California. According to industry rumours, the California originally started as a concept for a new Maserati, but the resulting expense to produce the car led the Fiat Group to badge it as a Ferrari in order to justify the high cost of purchase; the company denies this, however. The California heralded a number of firsts for Ferrari: the first front engined Ferrari with a V8; te first to feature a 7-speed dual-clutch transmission; the first with a folding metal roof; the first with multi-link rear suspension; and the first with direct petrol injection. Bosch produced the direct injection system. The engine displaces 4,297 cc, and used direct injection. It delivered 453 bhp at 7,750 rpm; its maximum torque produced was 358 lbf·ft at 5,000 rpm. The resulting 106 bhp per litre of engine displacement is one of the highest for a naturally aspirated engine, as other manufacturers have used supercharging or turbocharging to reach similar power levels. Ferrari spent over 1,000 hours in the wind tunnel with a one-third-scale model of the California perfecting its aerodynamics. With the top up, the California has a drag coefficient of Cd=0.32, making it the most aerodynamic Ferrari ever made until the introduction of the Ferrari F12 Berlinetta. Throughout the California’s production, only 3 cars were built with manual transmission, including one order from the UK. On 15 February 2012, Ferrari announced an upgrade, which was lighter and more powerful. Changes include reducing body weight by 30 kg (66 lb), increased power by output of 30 PS and 11 lbf·ft, acceleration from 0–100 km/h (62 mph) time reduced to 3.8 seconds, introduction of Handling Speciale package and elimination of the manual transmission option. The car was released at the 2012 Geneva Motor Show as a 2012 model in Europe. To give the clients a more dynamic driving experience, an optional HS (Handling Speciale) package was developed as part of the update. It can be recognised by a silver coloured grille and ventilation blisters behind the front wheel wells. The HS package includes Delphi MagneRide magnetorheological dampers controlled by an ECU with 50% faster response time running patented Ferrari software, stiffer springs for more precise body control and a steering rack with a 9 per cent quicker steering ratio (2.3 turns lock to lock as opposed to the standard rack’s 2.5). A more substantive update came in 2014, with the launch of the California T. It featured new  sheetmetal, a new interior, a revised chassis and a new turbocharged powertrain.

FIAT

By some measure, this spectacular Fiat 520 belonging to Steve and Brigit White was the oldest Fiat of the day. Fiat had used the 520 name for a very expensive V12 powered car in the early 1920s. They used the same again later in the decade with the model seen here, for their “upper middle-class” model. This one had a 2.2 litre straight 6 engine putting out 46 hp.  It was somewhat smaller and more modestly powered than its earlier namesake. During the early decades of the 20th century, European automakers, once steering wheels had replaced centrally positioned steering tillers, tended to place the driver and his steering wheel on the right side of the car regardless of local regulations or conventions concerning which side of the road cars should be driven. By the 1920s, as the number of motorized vehicles on the roads increased, clearer consensus had become necessary in the more populous parts of Italy about the need for everyone to drive along the right side of the road. The 1927 Fiat 520 was one of the first cars, presumably in recognition of this trend, to place the steering wheel on the left side of the car. The 520 was replaced by the Fiat 521 in 1928, although the 520 appears to have continued in production until 1929, by when more than 20,000 six-cylinder Fiat 520s had been produced. Steve’s car is believed to be the only 520 in the UK and was rescued  from South America and subsequently restored to the splendid condition you see here.

Known as project 110, the brief for the Nuova 500 was to create a micro-car that would not only carry on the tradition of the earlier Topolino, but which would also take sales away from the ever popular Lambretta and Vespa scooters of the day. It clearly needed to be smaller than the 600 which had been released with a conventional 4 cylinder engine. Not an easy task, but development started in 1953 and by August 1954, two designs were ready to be shown to Fiat management. They selected one, and serious development began. At first the car was referred to as the 400, as it was going to have a 400cc engine, but it was soon realised that this was just too small, so a larger 500cc air-cooled engine was developed. It was signed off in January 1956, with production starting in March 1957 in advance of a June launch. Fiat’s marketing department got busy, with hundreds of the new car taking to the streets of Turin, each with a pretty girl standing through the open sunroof that was a feature of all the early cars. The press loved it. 50 units were shipped to Britain, where the car made its debut at Brands Hatch, and again the reception was enthusiastic. But the orders just did not come in. Fiat went for a hasty rethink, relaunching the car at the Turin Show later that year. power was increased from 13 to 15 bhp, and the poverty spec was lessened a little, with headlight bezels, brightwork on the side and chrome hubcaps, a Nuova500 badge on the engine cover, winding side windows (the launch cars just had opening quarterlights) and the option of a heater fan. It was enough to get sales moving. The original car was still offered, at a lower price, called the Economy. In the first year of production, 28,452 Fiat 500s were made. Over the next 19 years, the car changed little in overall appearance, but there were a number of updates with more power and equipment added. A 500 Sport was launched in August 1958, with a more powerful version of the 499cc engine. It lost the soft top, having a ridged steel roof, to increase strength of the body. It was only available in grey with a red side flash. The first major changes came in 1960 with the 500D. This looks very similar to the Nuova, but with two key differences. One is the engine size: the D features an uprated 499 cc engine producing 17 bhp as standard, an engine which would be used right through until the end of the L in 1973; and the other is the roof: the standard D roof does not fold back as far as the roof on the Nuova, though it was also available as the “Transformable” with the same roof as the Nuova. The D still featured “suicide doors”. There were larger rear light clusters, more space in the front boot thanks to a redesign of the fuel tank and new indicators under the headlights. A year later, Fiat added a light on the rear-view mirrors and a windscreen washer, but the car still lacked a fuel gauge. Sales increased from 20,900 in 1960 to 87.000 in 1961, 132,000 in 1962 and by 1964, the last year of production, they hit 194,000 units.  The D was replaced in 1965 by the 500F, which finally moved the door hinges from back to the front, owing to changes in Italian safety laws. There was a deeper windscreen and thinner door pillars, which increased the height of the car by 10mm, improving visibility for the driver. The 500F ran through to 1975, from 1968 alongside the more luxurious 500L which was added to the range in 1968. The L is easy to tell apart, with its bumper overriders. The final updates created the 500R, which incorporated many changes from the 126 under the skin of the classic shape, and in this form production continued alongside the newer 126 until 1976.

The first 124 Spider made its debut at the Turin Show in 1966, and continued in production until the mid 1980s, bearing the badge of its desginer, Pininfarina, in later years when it remained popular in the American market. Early cars had 1400 and 1600cc engines, and these were gradually enlarged first 1800cc and then 2 litre, with fuel injection being added for more power and emissions compliance during the 1970s. Fiat spotted the potential of the car for more than just boulevard cruising, though, so in November 1972 they announced the Fiat Abarth 124 Rally, an overtly sporting version. Its main purpose was to receive FIA homologation in the special grand touring cars (Group 4) racing class, and replaced the 1.6-litre Fiat Sport Spider rally car which had been campaigned. At the time, the 124 had already won the 1972 European Rally Championship at the hands of Raffaele Pinto and Gino Macaluso. The 124 Rally was added to the Sport Spider range, which included the 1600 and 1800 models; the first 500 examples produced were earmarked for the domestic Italian market. Amongst the most notable modifications over the standard spider there were independent rear suspension, engine upgrades, lightweight body panels, and a fixed hard top. In place of the usual rear solid axle, there was a Chapman-type McPherson strut independent suspension, supplemented by a longitudinal torque arm. At the front a radius rod on each side was added to the standard double wishbones. The Abarth-tuned type 132 AC 4.000 1.8-litre, twin-cam engine was brought from the standard 118 to 128 PS DIN by replacing the standard twin-choke carburettor with double vertical twin-choke Weber 44 IDF ones, and by fitting an Abarth exhaust with a dual exit exhaust The 9.8:1 compression ratio was left unchanged. The transmission was the all-synchronised 5-speed optional on the other Sport Spider models, and brakes were discs on all four corners. Despite the 20 kg (44 lb) 4-point roll bar fitted, kerb weight was 938 kg (2,068 lb), roughly 25 kg (55 lb) less than the regular 1.8-litre Sport Spider. The bonnet, boot lid and the fixed hard top were fibreglass, painted matt black, the rear window was perspex and the doors aluminium. Front and rear bumpers were deleted and replaced by simple rubber bumperettes. A single matte black wing mirror was fitted. Matte black wheel arch extensions housed 185/70 VR 13 Pirelli CN 36 tyres on 5.5 J × 13″ 4-spoke alloy wheels. Inside, the centre console, rear occasional seats, and glovebox lid were eliminated; while new features were anodised aluminium dashboard trim, a small three-spoke leather-covered Abarth steering wheel, and Recaro corduroy-and-leather bucket seats as an extra-cost option. The car carried Fiat badging front and rear, Abarth badges and “Fiat Abarth” scripts on the front wings, and Abarth wheel centre caps. Only three paint colours were available: Corsa red, white, and light blue.

The Cinquecento, Tipo 170 in Fiat development parlance, was launched in December 1991, to replace the Fiat 126. It was the first Fiat model to be solely manufactured in the FSM plant in Tychy, Poland, which had been sold to Fiat by the Polish state, and where production of the Polish variant of the Fiat 126, the Polski Fiat 126p, was still running. It took 18 months before the new city car reached the UK, and its success proved that there was a market for very small cars after all, even though Renault had concluded that there was not sufficient demand for their Twingo which appeared around the same time. The Fiat sold well, and it was not long before it had a number of market rivals, such as the Ford Ka, Seat Arosa and Volkswagen Lupo. The smallest engine, intended for sale in Poland only, was a 704 cc OHV two-cylinder unit, delivering 31 bhp, an engine which was inherited from the 126p BIS. For the front-wheel drive Cinquecento, it underwent a major refurbishment (although the engine still employed a carburettor), which resulted, among other changes, in the crankshaft revolving in the opposite direction than in the 126p BIS! The bigger engine was the 903 cc 40 PS version of the veteran Fiat 100 OHV four-cylinder engine, which saw service in many small Fiat models, starting with the Fiat 850, and dating back to the initial 633 cc unit as introduced in the 1955 Fiat 600. It was fitted with single point fuel injection and was the base engine in most markets. Due to fiscal limitations, the displacement of this unit was limited to 899 cc in 1993, with a slight reduction of output, now producing 39 PS. In 1994, Fiat introduced the Cinquecento Sporting, featuring the 1108 cc SOHC FIRE 54 PS engine from the entry-level Punto of the same era, mated to a close-ratio 5 speed gearbox. Other additions were a drop in standard ride height, front anti-roll bar, 13″ alloy wheels, plus colour-coded bumpers and mirrors. The interior saw a tachometer added, along with sports seats, red seatbelts and a leather steering wheel and gear knob. It is the Sporting model which gave birth to a rallying trophy and a Group A Kit-Car version, and the Sporting is the version you see most often these days, and indeed, that was the variant seen here. Production of the Cinquecento ended in early 1998, when it was replaced by the Seicento.

Developed as the Tipo 175, the Coupe was introduced at the Brussels Motor Show in 1993. It is perhaps best remembered for its distinctive, angular design, with unique scalloped side panels. The body was designed by Chris Bangle from Centro Stile Fiat, while the interior was designed by Pininfarina, and the car media headlines in auto magazines during 1992 after several spy shots were taken revealing the car on test. On its launch in 1993, the Coupé was available with a four-cylinder, 2.0 litre 16V engine, in both turbo (190 PS) and normally aspirated (139 PS) versions. Both engines were later versions of Fiat’s twin-cam design and inherited from the Lancia Delta Integrale. 1996 brought in a 1.8 litre 131 PS 16V engine (not available in the UK), along with a 2.0-litre 5-cylinder 20V (147 PS), and a 5-cylinder 2.0-litre 20V turbo (220 PS). The turbocharged 16 and 20 valve versions were equipped with a very efficient Viscodrive limited-slip differential to counter the understeer that plagues most powerful front wheel drive cars. Additionally, the coupe featured independent suspension all round: at the front MacPherson struts and lower wishbones anchored to an auxiliary crossbeam, offset coil springs and anti-roll bar; at the rear, trailing arms mounted on an auxiliary subframe, coil springs and an anti-roll bar. The car was well received at launch, and the 5 cylinder engines just made it even better, with sales increasing slightly for a couple of years, but then they started to drop off, as Coupe models in general fell from favour. 1998 saw the release of the Limited Edition which featured red Brembo brake calipers at the front and standard red calipers at the back, a body kit, push-button start, six-speed gearbox, strut brace to make the chassis more rigid and Recaro seats with red leather inserts which offered better support than the standard 20VT seats. The LE was produced in Black, Red, Vinci Grey (metallic), Crono Grey and Steel Grey (metallic). The bodywork of the LE also benefited from titanium coloured insert around the light bezels and the wing mirrors. Each Limited Edition (‘LE’) Coupé was manufactured with a badge located by the rear-view mirror which contained that car’s unique number (it is rumoured that Michael Schumacher was the original owner of LE No. 0001, however when the question was raised to him personally he confirmed he had owned one, but a red one, while LE No. 0001 is a Crono Grey one). Originally a spokesman from Fiat stated only approximately 300 Limited Editions would be built. The final number  was much higher, perhaps as many as 1400. This angered many of the owners of the original 300 cars and almost certainly impacted residual values. The original number however was quoted by a Fiat UK spokesman, so probably that number only applied to the UK market. The numbered plaque on every Coupe features enough space for 4 numbers. In 1998 the 2.0-litre 5-cylinder 20V got a Variable Inlet System which brought the power to 154 PS. The 2.0-litre 5-cylinder 20V Turbo received a 6-speed gearbox and a large, satin gloss push starter button. In addition, the sills of the Turbo version were colour matched with the body paintwork. Fiat also released the 2.0 litre  5 cylinder Turbo ‘Plus’. This model came with an option kit that made it virtually identical to the LE, except for minor interior design changes and without the unique identification badge of the LE. In 2000 Fiat released another special version of the Fiat Coupé. Featuring the 1.8-litre engine, it was only available throughout mainland Europe and marketed as an elegant and affordable edition. Fiat also made changes throughout the rest of the range: new seats, side skirts and wheels for the 2.0-litre 20V model, ‘Plus’ edition wheels on turbo models and Fiat manufactured seats on the ‘Plus’ that were virtually identical to the original Plus Recaro seats with the addition of extra airbags. The 2.0-litre 20V Turbo model is capable of accelerating from 0–100 km/h (0 to 62 mph) in 6.5 seconds and 6.3 seconds for the 20v Turbo Plus, with a top speed of 240 km/h (149 mph) or 250 km/h (155 mph) with later 6-speed gearbox. When production finally stopped in September 2000, a total number of 72,762 units had been produced. There are still well over 1000 units in the UK, so this is a Fiat which has proved durable as well as good to drive, and to look at.

After the 124 Spider ended production, there was a wait of over 10 years before Fiat would produce another open-topped car. Developed between 1990 and 1994 under the project name Tipo B Spider 176, the Barchetta, a small open topped rival to the Mazda MX5 was designed by Andreas Zapatinas and Alessandro Cavazza under the supervision of Peter Barrett Davis and other car designers at the Fiat Centro Stile, and prototyping was carried out by Stola. Production began in February 1995 and lasted until June 2005, with a brief pause due to the bankruptcy of coachbuilder Maggiora. The Barchetta was based on the chassis of the Mark 1 Fiat Punto. The Barchetta has 1,747 cc DOHC petrol engine fitted with variable camshaft timing, used for the first time in a Fiat production car, after being patented in 1970. The engine has 132 PS, and with a weight of 1056 kg (2328 lb) without air conditioning can accelerate to 100 km/h in 8.9 seconds and on to a top speed of 200 km/h (124 mph). It came in various trim levels which offered different features, for example, diamond cross stitch – patterned red leather instead of the standard black leather or fabric seats, alloy wheels instead of steel wheels, or fog-lights as an option. Arguably one of the biggest external cosmetic changes was made by the addition of the third brake light, first introduced by Fiat on the Lido and Riviera in 2000, and on sub models thereafter. The bodies were welded at ILCAS in Sparone Canavese, and final assembly was done in Chivasso by the coachbuilder Maggiora. After Maggiora’s bankruptcy in 2002, Fiat relocated production of the Barchetta to its Mirafiori plant and resumed production two years later. The most notable changes were the revised front spoiler and rear bumper. Production of the car eventually stopped in June 2005, with around 57,700 cars having been built. Production of the Barchetta was limited to LHD cars only, even though the car was marketed and sold in two RHD markets, the United Kingdom and Japan.

The Fiat 124 Spider (Type 348) is a front-engine, rear-drive, two-passenger roadster manufactured by Mazda for FCA, having debuted at the 2015 LA Auto Show for model year 2016. Largely based on the fourth generation Mazda MX-5 Miata roadster, and manufactured alongside the MX-5 at Mazda’s Hiroshima plant, the 124 shares its platform, mechanicals, interior and top mechanism with the MX-5 — it is distinguished by an FCA engineered and manufactured turbocharged Multiair engine, uniquely tuned shock absorbers, unique exterior styling and slightly increased length and cargo capacity over the MX-5. In May 2012, Mazda and Alfa Romeo — at the time a subsidiary of the Fiat Group, now Stellantis — announced a joint venture to manufacture a common rear wheel drive platform. The companies would “develop two differentiated, distinctly styled, iconic and brand specific, lightweight roadsters featuring rear wheel drive”, with the two variants offering proprietary engines unique to each brand. In December 2014, FCA’s Sergio Marchionne determined Alfa Romeos would be manufactured only in Italy, saying “some things belong to a place. Alfa belongs to Italy,” adding “I remain committed to that architecture, with our powertrain. I’m not sure it will be with Alfa. But it will be with one of our brands.” At the time, Alfa Romeos were manufactured only in Italy, while Fiats were manufactured in Italy, but also globally — from Tychy, Poland, to Toluca, Mexico. With their prior agreement in place — for FCA to market a roadster based on the MX-5 to be manufactured by Mazda at its Hiroshima factory — FCA conceived of marketing a Fiat badged variant in lieu of the Alfa Romeo variant. In August 2016, FCA formally announced the Fiat 124 Spider based on the Mazda ND platform. In December 2016, the Detroit News said “in partnering with Mazda’s MX-5 Miata to resurrect the classic Fiat 124 Spider, Fiat Chrysler not only gained a halo sports car for its struggling Italian brand, but likely saved the most celebrated small sports car of the past 25 years (the MX-5)” — citing the markedly increased cost of developing a new car at the time and “the costliest wave of government regulation since the 1970s.” The 124 Spider was powered by Fiat’s 1.4 litre MultiAir turbocharged inline-four, producing 140 PS (138 bhp) and 240 Nm (177 lb/ft) of torque in European specification—and 160 bhp and 184 lb/ft (249 Nm) of torque in North American specification. The 124 manual transmission is from the third generation MX-5’s six speed transmission to cope with the turbo’s torque. Multiair is a hydraulically actuated variable valve timing (VVT) engine technology enabling “cylinder by cylinder, stroke by stroke” control of intake air directly via a gasoline engine’s inlet valves. Developed by Fiat Powertrain Technologies, the technology bypasses a primary engine inefficiency: pumping losses caused by restriction of the intake passage by the throttle plate, used to regulate air feeding the cylinders. At the 124’s debut, Fiat marketed a 124 Spider Anniversary edition, with 124 units carrying the designation—to commemorate the 50th anniversary of original 124 Sport Spider. Including features of the 124 Spider Lusso Plus trim, the edition also includes chromed mirrors, red ‘124’ badge on the front grille, interior numbered plaque, red exterior and black leather interior. In January 2019, FCA announced the Fiat 124 Spider was to be withdrawn from the market in the United Kingdom with immediate effect. The Abarth 124 Spider continued to be sold, but this too was withdrawn from the UK market in April 2019. On December 23, 2020, Stellantis announced the 124 Spider and 500 were to be withdrawn from their North American model lineup after the 2020 model year and would not return for 2021, as is the situation with 500L. These models were expected to sell into 2021 until stock depletion.

 

Not surprisingly there were a number of examples of the current 500, a model launched in 2007 and which unsurprisingly picked up the Car of the Year award a few months later. Sales have continued to be strong even though this is now one of the oldest model types on the market.

LAMBORGHINI

Sadly, there were none at all at this year’s event.

LANCIA

Built in 9 series over a 10 year period, the Lambda pioneered a number of technologies that soon became commonplace in our cars. For example, it was the first car to feature a load-bearing monocoque-type body, (but without a stressed roof) and it also pioneered the use of an independent suspension (the front sliding pillar with coil springs). Vincenzo Lancia even invented a shock absorber for the car and it had excellent four wheel brakes. The narrow angle V4 engine which powered is not something which was widely copied. Approximately 11,200 Lambdas were produced. Most of them had the open Torpedo style body, but some of the last Series 8 and 9 cars had Weyman saloon bodies.

The Fulvia Coupé was a compact two-door, three-box coupé introduced in 1965. Like the saloon it was designed in-house by Piero Castagnero, using a wheelbase 150 mm (5.9 in) shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé. The 1965–67 cars were equipped with a 1,216 cc 818.100 engine—from 1967 enlarged to 1,231 cc—producing 79 hp at 6,000 rpm. The same engines were subsequently used on the Berlina GT. The Coupé HF of 1966–67 was the competition version of the coupé, introduced later in 1965. It carried a tuned version of the 1,216 cc engine producing 87 hp at 6,000 rpm. Bodywork was lightened by removing the bumpers, using an aluminium bonnet, doors and boot lid, Plexiglas side and rear windows, and bare steel wheels without hubcaps. The Rallye 1.3 HF of 1967–69 had a new 1,298 cc engine with 100 hp at 6,400 rpm. The Rallye 1.3 of 1967–68 was an updated coupé with the 818.302 1,298 cc engine with 86 hp at 6,000 rpm. The Rallye 1.3 S of 1968–70 was an updated, more powerful Rallye 1.3 with a new 818.303 1,298 cc engine producing 91 hp at 6,000 rpm. There was also the Rallye 1.6 HF of 1969–70. Known as Fanalone (“big lamps”) because of the characteristic upsized inner pair of headlamps. The evolution of Rallye 1.3 HF, equipped with an all-new 818.540 1,584 cc engine producing 113 hp at 6,500 rpm. Other changes included negative camber front suspension geometry, with light alloy 13 inch 6J wheels; and a close ratio 5-speed gearbox and wheel arch extensions. The easiest way to distinguish this version is by the triangular holes between headlamps and grille. The Rallye 1.6 HF of 1969–70 was a works rally-spec Fanalone, produced in very limited numbers. The most powerful Fulvia with a 1,584 cc engine producing up to 130 hp depending on tune. This was the version used by the works rally team until 1974 when it was superseded in competition by the Stratos HF. 45 mm bore Solex carburettors were used that were later replaced by 45 DCOE Webers. The cam cover had a special blue stripe over the yellow paint job (HF cars had just a yellow paint job). The Series II cars first appeared in 1970. For the Coupé 1.3 S of 1970–73, there was a face-lifted body and new 5 speed gearbox with 1298 cc (818.303) engine producing 89 hp at 6000 rpm. Larger Girling callipers and pads replaced the Dunlop system fitted to 1st series cars. The Coupé 1.3 S Montecarlo of 1972–73 was a special edition based on the 1.3 S, commemorating Lancia’s victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to the 1.6 HF bodyshell. Other accoutrements included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted. The Coupé 1600 HF of 1970 had the face-lifted all steel body with 1,584 cc engine with Solex C42DDHF carb producing 113 hp at 6,000 rpm. The bodywork was changed from the standard 1.3 Coupé to incorporate flared wheel arches (replacing the extensions used on 1st series HFs). There was a further update creating the Coupé  Series 3. This was introduced in 1974 and was mechanically the same as the earlier Series 2 1.3 S except for the addition of emission control on the Solex carburettors. Other than for “Fulvia 3” badges, it is easily recognized by its matte black grilled and headlight frame. It featured a new design of seats incorporating headrests and new white-faced instrument dials with an updated range of trim colours, materials and options. There was a Coupé 3 Montecarlo between 1974–76 which was as the earlier Montecarlo, but with Coupé 3 accoutrements. And finally there was the Safari between 1974–76. A limited edition based on the standard Coupé 3 with simplified trim and equipment, celebrating Fulvia’s participation in the Safari Rally. It came without bumpers, with matte black exterior trim, seats upholstered in denim cloth and leatherette, exterior badges on the bonnet and on the boot lid and also a special numbered plaque on the dashboard.

The Fulvia Sport was a fastback two-seater based on Coupé mechanicals, built for Lancia by Zagato — where it had also been designed, by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions. Three peculiarities of the Sport body were the engine bonnet, which was hinged to the right-hand side, the rear hatch, which could be lifted electrically by a handful of centimetres to aid cabin ventilation, and the spare wheel, which was housed in a separate compartment and accessed from a rotating panel which held the rear number plate. The tail lights were sourced from the NSU Prinz 4. Introduced at the 1965 Turin Motor Show, the first Sport had an all-aluminium alloy bodyshell and used the coupé’s 1.2-litre (1,216 cc) engine. Inside it reprised the wood-trimmed dashboard of the coupé, and featured two small bucket seats of Zagato’s own design. Just 202 were made in total. In 1966 the Sport was upgraded to an 818.302 1,298 cc engine from the Rallye 1.3, producing 87 hp at 6,000 rpm. Early versions still had all aluminium bodyshells (700 were produced with both 1,216 cc & 1,298 cc engines), but later ones were fitted with steel bodyshells with aluminium bonnet, doors, and spare wheel hatch. Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver’s side front wing. An updated Sport 1.3 with 1,298 cc engine producing 92 hp at 6,000 rpm. These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain. The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres. The body was now all-steel, and seated 2+2 passengers. Some of the Zagato’s most unusual features were lost: the bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Several other changes set the second series apart from the first: new driving lights, a side mirror moved from the wing to the door, larger bullet-shaped tail lights from the Peugeot 204, and stamped steel wheels without hubcaps. There was also a Lancia Fulvia Sport 1600 Zagato produced in 1971–72. This the top of the range, with 1,584 cc engine from the HF, producing 115 hp. With a top speed of 118 mph (190 km/h), this version was the fastest production Fulvia ever produced. The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. Some of these new fixtures—like the black grille and door handles—found their way on late 1.3 S examples. Inside the 1600 had an oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.

The Beta family formed the core of Lancia’s range throughout the 1970s, The Berlina model came first, launched at the 1972 Turin Show. In its day, it sold in greater numbers than cars like the rival BMW, though few would believe that now. In 1973 the second style to appear was a 2+2 two-door coupé with a 93″ wheelbase, although due to the fuel crisis it did not become available to the public until early 1974. It was launched with 1.6 and 1.8 engines. New 1.6 and 2.0 engines replaced the original units in late 1975 followed by a 1.3 in early 1976, at which point the Fulvia Coupe was deleted. In 1978 automatic transmission and power steering became available. In 1981 the car received a minor facelift and at the same time the 2.0 became available with fuel Bosch electronic fuel injection. In 1983 a 2.0 VX supercharged engine became available with an output of 135 bhp. The bodywork was developed in-house by a Lancia team led by Aldo Castagno, with Pietro Castagnero acting as styling consultant. Castagnero had also styled the Beta’s predecessor, the Lancia Fulvia saloon and coupé. The car was popular in the mid 1970s with 111,801 examples being built, though they are quite rare now.

Considered to be part of the Beta family, though there is an awful lot about the car that is very different from the front wheel drive models was the MonteCarlo, one example of which was displayed. First conceived in 1969, with a a final design completed by 1971 by Paolo Martin at Pininfarina, what was initially known as the Fiat X1/8 Project, was originally designed as Pininfarina’s contender to replace Fiat’s 124 Coupe, but it lost out to Bertone’s cheaper design, which became the Fiat X1/9. Rather than scrap the proposal completely, it was developed further, when Fiat commissioned Pininfarina to build a 3.0 litre V6 mid-engined sports car. An X1/8 chassis was used as the start point, and developed for the first time in-house by Pininfarina and not based on any existing production car. Due to the 1973 Oil Crisis, the project was renamed X1/20 and updated to house a 2.0 litre engine. The first car to be made out of the X1/20 Project was the Abarth SE 030 in 1974. The project was passed to Lancia, and the road car was launched at the 1975 Geneva Motor Show as the Lancia Beta MonteCcarlo. It was the first car to be made completely in-house by Pininfarina. Lancia launched the MonteCarlo as a prbemium alternative to the X1/9, with the 2 litre twin cam engine rather than the X1/9’s single cam 1300. Both used a similar, based on the Fiat 128, MacPherson strut front suspension and disc brakes at both front and rear. Lancia Beta parts were limited to those from the existing Fiat/Lancia standard parts bin, the transverse mount version of the Fiat 124’s twin cam engine and the five speed gearbox and transaxle. MonteCarlos were available as fixed head “Coupés” and also as “Spiders” with solid A and B pillars, but a large flat folding canvas roof between them. Sales were slow to get started, and it soon became apparent that there were a number of problems with a reputation for premature locking of the front brakes causing particular alarm. Lancia suspended production in 1979 whilst seeking a solution, which meant that the car was not produced for nearly two years. The second generation model, known simply as MonteCarlo now, was first seen in late 1980. The braking issue was addressed by removing the servo, as well as few other careful mechanical tweaks. The revised cars also had glass panels in the rear buttresses, improving rear visibility somewhat, and there was a revised grille. In the cabin there was a new three spoke Momo steering wheel in place of the old two spoke one, as well as revamped trim and fabrics. The engine was revised, with a  higher compression ratio, Marelli electronic ignition and new carburettors which produced more torque. It was not enough for sales to take off, and the model ceased production in 1982, although it took quite a while after that to shift all the stock. Just under 2000 of the Phase 2 cars were made, with 7798 MonteCarlos made in total.

Lancia launched the Delta in 1979, as what we would now think of as a “premium hatch”. Offered in 1300 and 1500cc engines, this car, which collected the prestigious “Car of the year” award a few months later, brought Italian style and an expensive feeling interior to a new and lower price point in the market than Lancia had occupied since the early days of the Fulvia some 15 years earlier. The range grew first when a model was offered using the 4 speed AP automatic transmission and then in late 1982, more powerful models started to appear, with first a 1600cc engine, and then one with fuel injection, before the introduction of the HF Turbo. All these cars kept the same appearance and were quite hard to tell apart. These were the volume models of the range, but now they are very definitely the rare ones, as it is the performance versions which have survived and are now much loved classics, even though relatively were sold when they were new, thanks to a combination of the fact that they were quite costly and that they only ever came with left hand drive. The Integrale evolved over several years, starting off as the HF Turbo 4WD that was launched in April 1986, to homologate a new rally car for Lancia who needed something to fill the void left by the cancellation of Group B from the end of 1986. The Delta HF 4X4 had a four-wheel drive system with an in-built torque-splitting action. Three differentials were used. Drive to the front wheels was linked through a free-floating differential; drive to the rear wheels was transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential. At the rear wheels was a Torsen (torque sensing) rear differential. It divided the torque between the wheels according to the available grip, with a maximum lockup of 70%. The basic suspension layout of the Delta 4WD remained the same as in the rest of the two-wheel drive Delta range: MacPherson strut–type independent suspension with dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre. The suspension mounting provided more isolation by incorporating flexible rubber links. Progressive rebound bumpers were adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers were all altered. The steering was power-assisted rack and pinion. The car looked little different from the front wheel drive models. In September 1987, Lancia showed a more sophisticated version of the car, the Lancia Delta HF Integrale 8V. This version incorporated some of the features of the Delta HF 4WD into a road car. The engine was an 8-valve 2 litre fuel injected 4-cylinder, with balancing shafts. The HF version featured new valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler, revised settings for the electronic injection/ignition control unit and a knock sensor, boosting power output to 185 bhp at 5300 rpm and maximum torque of 224 lb/ft at 3500 rpm. The HF Integrale had permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally split the torque 56 per cent to the front axle, 44 per cent to the rear. A Ferguson viscous coupling balanced the torque split between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divided the torque delivered to each rear wheel according to grip available. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) matched the larger 6.5×15 wheels to give 24 mph/1000 rpm in fifth gear. Braking and suspension were uprated to 284 mm ventilated front discs, a larger brake master cylinder and servo, as well as revised front springs, dampers, and front struts. Next update was to change the engine from 8 valves to 16. The 16v Integrale was introduced at the 1989 Geneva Motorshow, and made a winning debut on the 1989 San Remo Rally. It featured a raised centre of the bonnet to accommodate the new 16 valve engine, as well as wider wheels and tyres and new identity badges front and rear. The torque split was changed to 47% front and 53% rear. The turbocharged 2-litre Lancia 16v engine now produced 200 bhp at 5500 rpm, for a maximum speed of 137 mph and 0–100 km/h in 5.5  seconds. Changes included larger injectors, a more responsive Garrett T3 turbocharger, a more efficient intercooler, and the ability to run on unleaded fuel without modification. The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II was never rallied by the factory. The Evoluzione I had a wider track front and rear than earlier Deltas. The bodyside arches were extended and became more rounded. The wings were now made in a single pressing. The front strut top mounts were also raised, which necessitated a front strut brace. The new Integrale retained the four wheel drive layout. The engine was modified to produce 210 bhp at 5750 rpm. External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate; new five-bolt wheels with the same design of the rally cars; and a new single exhaust pipe. Interior trim was now grey Alcantara on the Recaro seats, as fitted to the earlier 16V cars; leather and air conditioning were offered as options, as well as a leather-covered Momo steering wheel. Presented in June 1993, the second Evolution version of the Delta HF Integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates: timed sequential multipoint injection; self-adapting injection times; automatic idling control; engine protection strategies depending on the temperature of intaken air; Mapped ignition with two double outlet coils; Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link; anti-evaporation system with air line for canister flushing optimised for the turbo engine; new Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle;   Knock control by engine block sensor and new signal handling software for spark park advance, fuel quantity injected, and turbocharging. The engine now developed 215 PS as against 210 PS on the earlier uncatalysed version and marginally more torque. The 1993 Integrale received a cosmetic and functional facelift that included. new 16″ light alloy rims with 205/45 ZR 16 tyres;  body colour roof moulding to underline the connection between the roof and the Solar control windows;  aluminium fuel cap and air-intake grilles on the front mudguards; red-painted cylinder head; new leather-covered three-spoke MOMO steering wheel; standard Recaro seats upholstered in beige Alcantara with diagonal stitching. In its latter years the Delta HF gave birth to a number of limited and numbered editions, differing mainly in colour, trim and equipment; some were put on general sale, while others were reserved to specific markets, clubs or selected customers.

The first generation Delta had been given a second lease of life by its rallying successes, but by the 1990s it was over ten years old and due replacement; its four-door saloon sibling, the Prisma, had already been replaced by the Lancia Dedra. By the time the new car was ready, Lancia had all but pulled out of the UK, so the car was never officially sold here. A few have since been brought in, though, and there were two of them here. Both are the three door HPE models, and are familiar sights at Italian car and other gatherings in the area. The “Nuova Delta” (Tipo 836)—always referred to by Lancia as Lancia δ with the lower-case Greek letter – was introduced at the Geneva Show in 1993, alongside the final “Evo 2” HF Integrale. Sales commenced in May 1993. Initially the Nuova Delta was offered with three engines and outputs varying from 76 to 142 PS: an entry level SOHC 1.6-litre, and two DOHC inline fours with Lancia’s twin counter rotating balance shafts, an 8-valve 1.8 and a 16-valve 2.0 litre. Trim levels were three: base and LE for the 1.6 and 1.8, base and richer LS for two-litre models. The sportier 2.0 HF was also unveiled in Geneva, but went on sale in September; it used a version of the 16-valve 2.0 litre equipped with a Garrett T3 turbocharger and an intercooler to produce 186 PS. Mechanical changes from the other Deltas included up-sized 205/50 tyres, stiffer suspension, standard 4-way ABS, a “Viscodrive” viscous coupling limited slip differential and, in the HF LS trim, electronically adjustable dampers with two settings. Visually the HF turbo was set apart by an eggcrate grille with a gunmetal surround and a yellow HF badge, a sportier front bumper complementing 1.1 inch wider front wings, black side skirts, specific 15 inch 7-spoke alloy wheels and a spoiler at the base of the rear window. Larger disk brakes and optional Alcantara Recaro sport seats were shared with the 2.0 LS. About a year after the launch, in June 1994, the 1.9 turbo ds turbodiesel variant was added to the range; it was powered by the usual 1,929 cc SOHC unit, pushing out 90 PS. The turbo ds was given the flared fenders and bumper of the HF, and was available in base and LE trim.  Presented a month later and put on sale in autumn, the Delta 2.0 GT paired the naturally aspirated 2-litre engine with the looks of the HF—flared wings, bumper and spoiler. Although a three-door had been rumoured since 1991, it was not until the 1995 Geneva Motor Show that one became available. It was christened HPE—a denomination that had previously been used for a variant of the Lancia Beta, and standing for “High Performance Executive”.  At first the HPE was only available with the three top engines: 2.0 16v, 1.9 turbodiesel and 2.0 16v turbo in HF guise. The three-door bodyshell had entirely redesigned body sides, but retained the roof and rear section of the five-door model; rear wheelarch flares complemented the HF-derived wide front wings and bumper, sported by all HPE versions. This meant the HPE was around 2.4 inches wider than a standard Delta, while all other exterior dimensions remained unchanged. Styling differences from the five-door included specific side skirts and a body-colour grille, to which the HPE 2.0 HF added all the accoutrements of the five-door HF and additional air intakes under the headlights. At the beginning of 1996 the range was updated. All naturally aspirated engines were replaced; the 1.6 and 1.8 8-valve by 16-valve units, while the 2.0 16v was discontinued in favour of a 1.8 16v equipped with variable valve timing. Trim levels for the 5-door were now three: base LE, richer LX and GT, exclusive to the 1.8 V.V.T. engine. The three-door HF turbo remained the only one offered, as the five-door version was discontinued. In addition to the turbocharged engines, the HPE was available with 1.8 V.V.T. and also the smaller 1.6 engines; the latter, entry level HPE adopted the bumper and narrow front wings of the standard Delta. Minor styling changes were introduced, such as alloy wheels and wheel covers of a new design, chrome vertical bars to the 5-door cars’ grille, and body colour mirror caps. November 1997 brought the last revisions for the Delta. Seven models made up the updated range: 5-door and HPE with a choice of 1.6, 1.8 V.V.T. or 1.9 td engines—the 18 16v having been phased out—and a renewed 2.0 HF, again in HPE form only. The 5-door range was reduced to a single LS trim. More of the plastic exterior details were now painted in body colour, namely bumper, bodyside and C-pillar inserts. All HPEs donned flared front wings. The updated HPE 2.0 HF was shown at the Bologna Motor Show in November. Visually it continued the monochrome theme of the restyled cars, and it was made more distinctive by bumpers, side skirts, and spoiler of a new design, and 16 inch Speedline Montecarlo alloy wheels with 215/50 tyres; inside the seats were upholstered in black leather with contrasting colour Alcantara centres. Mechanically it received a tweaked engine, producing 193 PS, which made for a 5 km/h higher top speed. The Delta was dropped from Lancia’s lineup in 1999, with no immediate successor.

The Lancia Kappa or Lancia k (Type 838) is an executive car manufactured from 1994–2000, with saloon, estate, and coupé variants — sharing platforms with the Alfa Romeo 166. The Kappa has a front-engine, front-drive, five passenger, left-hand drive design. After its debut at the 1994 Paris Auto Show, production reached 117,216, over six years. The Kappa was manufactured at the Fiat factory in Tetti Francesi, Rivalta di Torino and was designed by the Lancia Style Center in collaboration with the I.DE.A Institute. Lancia had earlier used the Kappa nameplate for the 1919 Kappa, with evolutions called Dikappa and Trikappa). Kappa is the tenth letter of the Greek alphabet, Lancia having frequently used the Greek letters for its model nameplates. In writing, Lancia often referred to the Kappa simply as the k (lower case “k”), which is fairly similar to the original Greek letter κ. Autocar’s Peter Robinson reviewed the Kappa in November 1994. He commented on the car’s bland styling which was justified by Fiat’s Paolo Cantarella on the basis that the designers did not want to create too much “visual noise.” The body was reported as having twice the torsional rigidity of the outgoing Thema, and was 15 percent stiffer than any of its rivals. The automatic Aisin-Warner gearbox (50-40 LE type) was shared with the Volvo 850. Robinson went on to say “the Kappa´s dimensions ensure a commodious interior, the impression of space only heightened by a low cowl and very Japanese-looking fascia, somewhere between a Honda NSX and Lexus LS400.” Rear cabin room was described as “immense” but the cushion was criticised for being too flat, a fault rectified in later iterations of the car. Robinson criticised the “horrid mock wood with which Lancia frames the prominent central console that runs from the handbrake, up the full length of the dash and over the top.” About the driving characteristics, Robinson wrote: “If Lancia quietened the starter motor, this would be one refined drivetrain…with no hint of any 5-cylinder unevenness.” The 2.4 litre engine tested appeared to have been tuned for low-end torque, a characteristic of this Alpine brand. The engine was praised by Robinson for its “smooth responsiveness” and “torque steer has been eliminated…and the Servotronic steering is terrific, with just the right degree of self-centering.” His summary of ride and handling was that car was better than average but not class-leading: “On the Lancia there is too much body roll and the front grip in the wet didn’t inspire confidence.” The Coupé was designed by Centro Stile Lancia and built by Maggiora and technically quite different from the saloon, having a shorter wheelbase (by 120 mm), wider rear track and a distinctive profile with frameless doors. The front, from bumper to the window screen, was identical to the other Kappas. It was Lancia’s first coupé since 1984, when the Beta and Gamma coupés were discontinued, and remains the last Lancia to feature this body style to this day. The small building capacities at the Maggiora factory for this essentially hand-made car, and the relatively high price, destined it to be a rare vehicle. As a money saver the rear lights came from Delta. Only 3263 coupes were manufactured from 1996 to 2000, making this model a true rarity. Car magazine described the car as looking “top heavy, like a Bentley Continental that’s been heated up and squeezed at both ends.” However, the car’s engine range was praised for matching the vehicle’s dynamics, the 2.4 litre five cylinder and the 3.0 Alfa-derived V6 coming closest to “infusing the k Coupe with the classy character its styling tries to suggest.” “It’s the spiky turbo four that asks the hardest questions of the chassis and the all-strut suspension doesn’t flounder. It shines. A viscous coupling helps the front wheels cope with the onslaught of the engine’s old school, big-bang turbo delivery, and it feels remarkably untroubled.” About the refinement and ride, John Barker (of Car Magazine) reported that the occupants “are completely isolated from any vibration while the ride is smooth at moderate speeds, parrying bumps quietly and unobtrusively.” The interior was described as “appealing” and having “curvy, attractive door casings, plump supportive Recaro seats and choice plastics.”. The 1997 price was estimated at 24,000 pounds sterling.

In September 2006, Lancia announced the revival of the Delta name, with new cars to be built on the Fiat C platform. The world première of the new HPE concept was held at the 63rd Venice International Film Festival. The new Lancia Delta (Type 844) was unveiled at the 2008 Geneva Motor Show. The Lancia brand was reintroduced to the Scandinavian, Russian, and Turkish markets in 2007. The new Delta was also intended for a proposed return by Lancia to the UK market during 2009. However, due to an economic downturn, plans were shelved until Fiat bought Chrysler. As the car had been engineered for RHD already, the decision was made in 2010 to bring both the new Delta and Lancia’s Ypsilon into the UK and Ireland rebranded as Chryslers and sold through the UK Chrysler dealer network. At the 2010 North American International Auto Show, the Chrysler branded version of the Delta was unveiled as a concept car for a potential North American release. Engines available at launch were 120 PS and 150 PS 1.4 L Turbojet petrol engines and 1.6 L 120 PS MultiJet diesel, 2.0 Multijet with 165 PS and 1.9 Twinturbo Multijet with 190 PS. A new petrol unit was launched later: 1.8 Di Turbojet with 200 PS. The car never really found much in the way of popularity and production ceased in 2012.

MASERATI

The most numerous Maserati cars at most events these days are those known internally as the Tipo 338 and better known as the 3200GT and 4200GT and Spider, and this design was evident here. After producing BiTurbo based cars for 17 years, Maserati replaced their entire range with a new model in July 1998, the 3200 GT. This very elegant 2+2 grand tourer was styled by Italdesign, whose founder and head Giorgetto Giugiaro had previously designed, among others, the Ghibli, Bora and Merak. The interior design was commissioned to Enrico Fumia. Its name honoured the Maserati 3500 GT, the Trident’s first series production grand tourer. Sold mainly in Europe, the 3200 GT was powered by the twin-turbo, 32-valve, dual overhead cam 3.2-litre V8 engine featured in the Quattroporte Evoluzione, set up to develop 370 PS (365 hp). The car was praised for its styling, with the distinctive array of tail-lights, consisting of LEDs, arranged in the shape of boomerang being particularly worthy of comment. The outer layer of the ‘boomerang’ provided the brake light, with the inner layer providing the directional indicator. The car was also reviewed quite well by the press when they got to drive it in early 1999, though it was clear that they expected more power and excitement. That came after 4,795 cars had been produced, in 2001, with the launch of the 4200 models. Officially called the Coupé and joined by an open-topped  Spyder (Tipo M138 in Maserati speak), these models had larger 4.2 litre engines and had been engineered so the cars could be sold in America, marking the return to that market for Maserati after an 11 year gap. There were some detailed styling changes, most notable of which were the replacement of the boomerang rear lights with conventional rectangular units. Few felt that this was an improvement. The cars proved popular, though, selling strongly up until 2007 when they were replaced by the next generation of Maserati. Minor changes were made to the model during its six year production, but more significant was the launch at the 2004 Geneva Show of the GranSport which sported aerodynamic body cladding, a chrome mesh grille, carbon fibre interior trim, and special 19-inch wheels. It used the Skyhook active suspension, with a 0.4 inch lower ride height, and the Cambiocorsa transmission recalibrated for quicker shifts. The exhaust was specially tuned to “growl” on start-up and full throttle. The GranSport was powered by the same 4244 cc, 90° V8 petrol engine used on the Coupé and Spyder, but developing 400 PS (395 hp) at 7000 rpm due primarily to a different exhaust system and improvements on the intake manifolds and valve seats. A six-speed paddle shift transmission came as standard. The GranSport has a claimed top speed of 180 mph (290 km/h) and a 0–62 mph (0–100 km/h) time of 4.8 seconds.

The Maserati GranTurismo and GranCabrio (Tipo M145) are a series of a grand tourers produced from 2007 to 2019. They succeeded the 2-door V8 grand tourers offered by the company, the Maserati Coupé, and Spyder. The GranTurismo set a record for the most quickly developed car in the auto industry, going from design to production stage in just nine months. The reason being that Ferrari, after selling off Maserati to the Fiat Chrysler Group, took the designs of the proposed replacement of the Maserati Coupé and after some modifications, launched it as the Ferrari California. Unveiled at the 2007 Geneva Motor Show, the GranTurismo has a drag coefficient of 0.33. The model was initially equipped with a 4.2-litre V8 engine developed in conjunction with Ferrari. The engine generates a maximum power output of 405 PS and is equipped with a 6-speed ZF automatic transmission. The 2+2 body was derived from the Maserati M139 platform, also shared with the Maserati Quattroporte V, with double-wishbone front suspension and a multilink rear suspension. The grand tourer emphasises comfort in harmony with speed and driver-enjoyment. The better equipped S variant was unveiled at the 2008 Geneva Motor Show and features the enlarged 4.7-litre V8 engine shared with the Alfa Romeo 8C Competizione, rated at 440 PS at 7,000 rpm and 490 Nm (361 lb/ft) of torque at 4,750 rpm. At the time of its introduction, it was the most powerful road-legal Maserati offered for sale (excluding the homologation special MC12). The engine is mated to the 6-speed automated manual shared with the Ferrari F430. With the transaxle layout weight distribution improved to 47% front and 53% rear. The standard suspension set-up is fixed-setting steel dampers, with the Skyhook adaptive suspension available as an option along with a new exhaust system, and upgraded Brembo brakes. The seats were also offered with various leather and Alcantara trim options. The upgrades were made to make the car more powerful and more appealing to the buyers while increasing performance, with acceleration from 0–100 km/h (0–62 mph) happening in 4.9 seconds and a maximum speed of 295 km/h (183 mph). Aside from the power upgrades, the car featured new side skirts, unique 20-inch wheels unavailable on the standard car, a small boot lip spoiler, and black headlight clusters in place of the original silver. The variant was available in the North American market only for MY2009 with only 300 units offered for sale. The GranTurismo MC is the racing version of the GranTurismo S developed to compete in the FIA GT4 European Cup and is based on the Maserati MC concept. The car included a 6-point racing harness, 120 litre fuel tank, 380 mm (15.0 in) front and 326 mm (12.8 in) rear brake discs with 6-piston calipers at the front and 4-piston calipers at the rear, 18-inch racing wheels with 305/645/18 front and 305/680/18 rear tyres, carbon fibre bodywork and lexan windows throughout along with a race interior. All the weight-saving measures lower the weight to about 3,000 lb (1,361 kg). The car shares the 4.7-litre V8 engine from the GranTurismo S but is tuned to generate a maximum power output of 450 PS along with the 6-speed automated manual transmission. The GranTurismo MC was unveiled at the Paul Ricard Circuit in France. It went on sale in October, 2009 through the Maserati Corse programme. 15 GranTurismo MC racecars were developed, homologated for the European Cup and National Endurance Series, one of which was taken to be raced by GT motorsport organization Cool Victory in Dubai in January, 2010. Introduced in 2008, the GranTurismo MC Sport Line is a customisation programme based on the GranTurismo MC concept. Changes include front and rear carbon-fibre spoilers, carbon-fibre mirror housings and door handles, 20-inch wheels, carbon-fibre interior (steering wheel rim, paddle shifters, instrument panel, dashboard, door panels), stiffer springs, shock absorbers and anti-roll bars with custom Maserati Stability Programme software and 10 mm (0.4 in) lower height than GranTurismo S. The programme was initially offered for the GranTurismo S only, with the product line expanded to all GranTurismo variants and eventually all Maserati vehicles in 2009. Replacing both the GranTurismo S and S Automatic, the Granturismo Sport was unveiled in March 2012 at the Geneva Motor Show. The revised 4.7L engine is rated at 460 PS. The Sport features a unique MC Stradale-inspired front fascia, new headlights and new, sportier steering wheel and seats. The ZF six-speed automatic gearbox is now standard, while the six-speed automated manual transaxle is available as an option. The latter has steering column-mounted paddle-shifters, a feature that’s optional with the automatic gearbox. New redesigned front bumper and air splitter lowers drag coefficient from Cd=0.33 to 0.32. In September 2010, Maserati announced plans to unveil a new version of the GranTurismo – the MC Stradale – at the 2010 Paris Motor Show. The strictly two-seat MC Stradale is more powerful than the GranTurismo at 450 PS, friction reduction accounts for the increase, says Maserati, due to the strategic use of “diamond-like coating”, an antifriction technology derived from Formula 1, on wear parts such as the cams and followers. It is also 110 kg lighter (1,670 kg dry weight) from the GranTurismo, and more aerodynamic than any previous GranTurismo model – all with the same fuel consumption as the regular GranTurismo. In addition to two air intakes in the bonnet, the MC Stradale also receives a new front splitter and rear air dam for better aerodynamics, downforce, and improved cooling of carbon-ceramic brakes and engine. The body modifications make the car 48 mm (2 in) longer. The MC Race Shift 6-speed robotised manual gearbox (which shares its electronics and some of its hardware from the Ferrari 599 GTO) usually operates in an “auto” mode, but the driver can switch this to ‘sport’ or ‘race’ (shifting happening in 60 milliseconds in ‘race’ mode), which affects gearbox operations, suspension, traction control, and even the sound of the engine. The MC Stradale is the first GranTurismo to break the 300 km/h (186 mph) barrier, with a claimed top speed of 303 km/h (188 mph). The push for the Maserati GranTurismo MC Stradale came from existing Maserati customers who wanted a road-legal super sports car that looked and felt like the GT4, GTD, and Trofeo race cars. It has been confirmed by the Maserati head office that only 497 units of 2-seater MC Stradales were built in total from 2011 to 2013 in the world, Europe: 225 units, China: 45 units, Hong Kong: 12, Taiwan: 23 units, Japan: 33 units, Oceania: 15 units and 144 units in other countries. US market MC’s do not have the “Stradale” part of the name, and they are sold with a fully automatic six-speed transmission rather than the one available in the rest of the world. US market cars also do not come with carbon fibre lightweight seats like the rest of the world. The MC Stradale’s suspension is 8% stiffer and the car rides slightly lower than the GranTurismo S following feedback from racing drivers who appreciated the better grip and intuitive driving feel of the lower profile. Pirelli has custom-designed extra-wide 20-inch P Zero Corsa tyres to fit new flow-formed alloy wheels. The Brembo braking system with carbon-ceramic discs weighs around 60% less than the traditional system with steel discs. The front is equipped with 380 x 34 mm ventilated discs, operated by a 6 piston caliper. The rear discs measure 360 x 32 mm with four-piston calipers. The stopping distance is 33 m at 100 km/h (62 mph) with an average deceleration of 1.2g. At the 2013 Geneva Motor Show, an update to the GranTurismo MC Stradale was unveiled. It features an updated 4.7 litre V8 engine rated at 460 PS at 7,000 rpm and 520 Nm (384 lb/ft) of torque at 4,750 rpm, as well as the MC Race Shift 6-speed robotized manual gearbox which shifts in 60 milliseconds in ‘race’ mode. The top speed is 303 km/h (188 mph). All models were built at the historic factory in viale Ciro Menotti in Modena. A total of 28,805 GranTurismos and 11,715 units of the convertible were produced. The final production example of the GranTurismo, called Zéda, was presented painted in a gradient of blue, black and white colours.

The most recent and sixth-generation of the Quattroporte was introduced in early 2013. With a 3,171 mm (124.8 in) wheelbase it is a considerably larger vehicle than any of its predecessors, to set itself apart from the smaller Ghibli, which shares its underpinnings. Engine choice includes twin-turbocharged V6 and V8 petrol engines, as well as a turbodiesel V6. Production ended in late 2023, with the last model year being 2024 and without successor.

As a former owner of the Ghibli, I was pleased to see a couple of examples here. The Ghibli marked Maserati’s comeback in the mid-size luxury car segment after two decades of absence, since the last of the Biturbo family saloons went out of production in 1994; it served as a key model in Maserati’s plan of expanding its lineup to cover all segments in the luxury car market. Assembly of the Ghibli took place alongside that of the Quattroporte VI at the new Giovanni Agnelli Plant in Grugliasco near Turin, Italy. On September 24, 2019, the 100,000th Ghibli rolled off the production line as announced by Maserati. The Ghibli was introduced at the 2013 Shanghai Auto Show and marked Maserati’s entry into the mid-size executive car market as being positioned below the Quattroporte. The Ghibli is the first car to be underpinned by the Maserati M156 platform and was the company’s best seller until the Levante crossover SUV was launched. The company sold 6,000 units of the car in its first year into the market, which alone exceeded the best sales figures for Maserati for 2008, which was 9,000 cars sold in total consisting of different models. The number increased to 22,500 in 2013 and 36,448 in 2014. It continued to increase in 2015 due to the delay in the Levante’s launch. The Ghibli also marks the return of the name in the US market as the Biturbo based Ghibli (AM336) was not available for sale there. The Ghibli, which is based on a shorter wheelbase than the flagship Quattroporte, uses a steel monocoque chassis with additional subframes with the front subframe made of aluminium. Tested weight distribution for the diesel version stands at 51/49 front/rear. The diesel engine in the Ghibli, developed under Ferrari engine specialist Paulo Martinelli, is based on the V6 diesel unit found in the Jeep Grand Cherokee. The engine is exclusive to the European market only. A ZF 8HP transmission powers the rear wheels as used by all the major competition except Mercedes-Benz. Both the Ghibli and the Quattroporte share the same suspension although the Skyhook suspension is optional on the former. An optional Koni adaptive sport suspension is also available. From the 2018 model year, the Ghibli can be optioned with one of two new trims, namely GranSport and GranLusso, all of which relate to the interior of the car with the GranSport trim featuring an aggressive front bumper. A facelifted Maserati Ghibli and new, hybrid version was unveiled online on 16 July 2020. Production was phased out in 2024.

The Maserati Levante (Tipo M161) is an executive crossover SUV produced by Italian manufacturer Maserati at the Mirafiori factory in Turin from 2016. The Levante went on sale in Europe in May 2016, and in North America in September 2016. Production of the Levante ended in 2024, commemorated with the release of a top-spec 424BHP special edition. The Levante was named after a warm, easterly wind that blows in the western Mediterranean Sea, southern France, down to the Strait of Gibraltar. The name of the wind, in turn, comes from the Latin word “levare”, which means “to rise”. Its design is based on the Kubang concept car that debuted at the 2011 Frankfurt Auto Show. The concept that led to the Levante, the Maserati Kubang, was unveiled in 2011 at the Frankfurt Auto Show. The Levante was first unveiled at the Geneva Motor Show on 1 March 2016, followed by a 2016 New York Auto Show. Production began in March 2016. Models for the United States went on sale in April 2016. Early models included Levante (350 PS) and Levante S (430 PS). Canada models went on sale in September 2016. Early models included Levante (350 PS) and Levante S (430 PS). The Maserati Levante Trofeo was unveiled at the 2018 New York International Auto Show. The Trofeo has 3.8 litre twin turbo V8 engine and Q4 all wheel drive, with 590 PS (582 bhp) and 730 Nm (538 lb/ft) peak torque. The Levante initially featured Ferrari’s 3.0L V6 engine, in two states of tune. A diesel model is also offered, which served as the only engine offering for right hand drive markets from 2016 to the end of 2017, until the official announcement and deployment of gasoline RHD models in the middle of 2017, starting with the Levante S and subsequently the base Levante sometime in 2018. Levante has a drag coefficient of Cd=0.33. By 2018, a 560 bhp V8 was planned to be added. Subsequently, two V8 models were announced in 2018: the 590 bhp Trofeo, followed by the 550 bhp GTS. The Levante gains an eight speed ZF automatic transmission from the sixth generation Maserati Quattroporte. The vehicle’s drivetrain is four-wheel-drive only, and like other Maserati models (Quattroporte and Ghibli in both rear and all wheel drive), comes standard with a rear limited-slip differential. The Levante also features Maserati Touch Control with a full colour 8.1-inch (210 mm) TFT touchscreen display, as well as a reconfigurable TFT gauge cluster with full colour. Near the end of 2023, there was speculation that Maserati would be ending production of the Levante with the 2024 or 2025 model year. In early 2024, it was confirmed that 2024 would be the last model year for the Levante.

Final Maserati here was my Grecale, still a rare sighting despite having been on sale for two years.

NON-ITALIAN

As in previous years, we did have an area reserved for “interesting” Non-Italian cars. There were only  a few which turned up, and here they are:

Aston Martin DB9: 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 engine), and there was a nice example here. The Aston Martin DB9, designed by Marek Reichmann and Hendrik Fisker, was first shown by Aston Martin at the 2003 Frankfurt Auto Show, in coupe form. It was widely praised for the beauty of its lines. This was the first model to be built at Aston Martin’s Gaydon facility. 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 6.0 litre V12 engine, originally taken from the V12 Vanquish. The engine produced 420 lbf·ft of torque at 5,000 rpm and a maximum power of 444 hp at 6,000 rpm, allowing the DB9 to accelerate from 0 to 60 mph in 4.7 seconds and a top speed of 299 km/h (186 mph). The engine largely sits behind the front-axle line to improve weight distribution. Changes to the engine for the 2013 model year increased the power to 503 hp and torque to 457 lb-ft, decreasing the 0 to 60 mph time to 4.50 seconds and with a new top speed is 295 km/h (183 mph). The DB9 was available with either a six-speed conventional manual gearbox from Graziano or a six-speed ZF automatic gearbox featuring paddle-operated semi-automatic mode. The gearbox is rear-mounted and is driven by a carbon-fibre tail shaft inside a cast aluminium torque tube. The DB9 was the first Aston Martin model to be designed and developed on Ford’s aluminium VH (vertical/horizontal) platform. The body structure is composed of aluminium and composites melded together by mechanically fixed self-piercing rivets and robotic assisted adhesive bonding techniques. The bonded aluminium structure is claimed to possess more than double the torsional rigidity of its predecessor’s, despite being 25 percent lighter. The DB9 also contains anti-roll bars and double wishbone suspension, supported by coil springs. To keep the back-end in control under heavy acceleration or braking, the rear suspension has additional anti-squat and anti-lift technology. Later versions of the car also features three modes for the tuning: normal, for every-day use, sport, for more precise movement at the cost of ride comfort, and track, which furthers the effects of the sport setting. The Aston Martin DB9 Volante, the convertible version of the DB9 coupe, followed a few months later. The chassis, though stiffer, uses the same base VH platform. To protect occupants from rollovers, the Volante has strengthened windscreen pillars and added two pop-up hoops behind the rear seats. The hoops cannot be disabled and will break the car’s rear window if deployed. In an effort to improve the Volante’s ride while cruising, Aston Martin have softened the springs and lightened the anti-roll bars in the Volante, leading to a gentler suspension. The retractable roof of the Volante is made of folding fabric and takes 17 seconds to be put up or down. The Volante weighs 59 kilograms (130 pounds) more than the coupe. The coupe and Volante both share the same semi-automatic and automatic gearboxes and engine. The car was limited to 266 km/h (165 mph) to retain the integrity of the roof. Like the coupe, the original Volante has 420 lb·ft of torque at 5,000 rpm and a maximum power of 450 hp at 6,000 rpm. The 0 to 60 mph slowed to 4.9 seconds due to the additional weight. The DB9 was facelifted in July 2008, which mainly amounted to an increase in engine power, to 476 hp and a redesigned centre console. Externally, the DB9 remained virtually unchanged. For the 2013 model year revision, Aston made minor changes to the bodywork by adapting designs from the Virage, including enlarging the recessed headlight clusters with bi-xenon lights and LED daytime strips, widening the front splitter, updating the grille and side heat extractors, updating the LED rear lights with clear lenses and integrating a new rear spoiler with the boot lid. .On newer models, like the coupe’s, the Volante’s horsepower and torque increased to 517 PS (510 hp) and 457 lb·ft respectively. As a finale for the model, a more powerful DB9 was released in 2015, called the DB9 GT. This had 540 bhp and 457 lb-ft of torque at 5500 rpm, giving a 0 to 60mph time of 4.4 seconds and 0 to 100mph in 10.2 seconds, with the standing quarter mile dispatched in 12.8 to 12.9 seconds and a top speed of 183mph. Production of the DB9 ended in 2016 being replaced by its successor, the DB11.

Ginetta G30: The Ginetta G26 and its derivatives, the G28, G30, and G31, are a series of two-door sports cars, designed, developed, and manufactured by British company Ginetta, from 1984 to 1992, primarily in kit form. All models are based on Ford mechanical components. They differ in length as well as in different bodies and engines. All variants together, about 360 vehicles were built in eight years. Founded by Bob, Douglas, Ivor, and Trevor Walklett, the Ginetta company produced small roadworthy sports cars in 1958 with plastic bodies and high volume Ford of Britain or Rootes engineering. Most of them were offered as kits; individual models – mostly cars for use in motorsports – were also or exclusively available as finished vehicles. The most successful models were the front-engined G4 and rear-engined G15, with Ginetta selling more than 500 kits each. In the 1970s, the G21 hatchback coupe was Ginetta’s main model. When the G21 with its rounded body from the 1970s found few buyers and a revised version known as the G24 did not get past the prototype stage, the decision was made to develop a larger, modern coupé with a wedge-shaped structure, for which Ginetta stylistically based on the Lotus Excel and the wedges from TVR. The car appeared under the name Ginetta G26 in the spring of 1984. The G26 became the base model of a family of four versions (G28, G30, and G31), which were produced until 1992. It survived the acquisition of operations by investors Martin Phaff and Mike Madin. The cars were mainly sold as kits, but the factory also completed individual cars. Ginetta took over the design of the front section up to the doors unchanged for the mid-engine coupe G32 introduced in 1989. The G26 and all its derivatives have a frame constructed of square section electroplated steel tubing designed by Ivor Walklett. Frame dimensions vary between models. The frames are each designed to accommodate chassis and drivetrain components of the Ford Cortina Mark 3 or 4; the vehicles have rack and pinion steering, double wishbones and disc brakes at the front, and a rigid axle with four links and drum brakes at the rear. Only one donor vehicle (single donor car) is required. For the engine, various four- and six-cylinder engines from the British or German Ford branches were possible; in most cases, 2.0-liter inline four-cylinders were installed. The bodies are made of glass fiber reinforced plastic. The design is by Trevor Walklett. They are designed as two-door hatchback coupés or indicated notchbacks. The doors and windscreen are unchanged from the Ford Fiesta Mark 1; in hatchback coupés, this also applies to the rear window. The G26 is the base model. It was introduced in the spring of 1984. The G26 is designed as a two-door, five-seat hatchback coupe with a small trunk lid. The front section is wedge-shaped, with pop-up headlights installed at the front. All four-cylinder engines of the Pinto series available in the Ford Cortina were considered as possible engines; Most buyers chose the 2.0-liter version, which delivered 105 hp. Six-cylinder engines, on the other hand, did not fit in the G26 because of the flat bonnet. With the 2.0 litre Pinto engine, the car could reach a top speed of 192 km/h (119 mph). The price for a kit was £2,959. The G26 was the most successful variant of the model family. In total, Ginetta sold 284 kits of the G26. The G28 presented in 1986 has a chassis that is 191 mm shorter than the G26 and a correspondingly shorter wheelbase. It is not a five-seater, but a pure two-seater or a 2+2-seater, depending on the customer’s requirements. Significant body sections have been redesigned. Although Ginetta reused the doors and windshield of the Ford Fiesta, the rear side windows are shorter than the G26. At the back, the G28 has a hinted notchback instead of the hatchback. The bow is less wedge-shaped than that of the G26. Instead of the pop-up headlights, there is a broadband headlight on each side with an almost vertical lens and indicators protruding into the fenders; the lights are from the Vauxhall Astra Mk. 2 (Opel Kadett E). The higher line of the front of the car allows the installation of larger, taller engines, in particular the six-cylinder V-engines of the Ford Cologne series (2.8 litres displacement) or the Essex series (3.0 litres). At launch the G28 cost £3,055 uncompleted. The G28 is the least common member of the model family. Ginetta only sold six of his kits until 1992. For the G30, presented in 1986, Ginetta combined the long chassis and hatchback body of the G26 with the higher bonnet of the (short) Ginetta G28. Like the G26, the G30 is a five-seater but has the Vauxhall Astra’s broadband headlights instead of the pop-up headlights. As with the G28, the installation of six-cylinder Ford engines is possible. Most vehicles were fitted with the 2.8 litre Cologne engine. The kit was priced at £2,988, just slightly more than the G26. This version was also rarely sold. Depending on the source, Ginetta sold 10 or 14 kits. With the G31, also launched in 1986, Ginetta combined the short chassis and notchback body of the G28 with the wedge-shaped front section of the G26. Like the G28, the G31 is a two or 2+2-seater. As with the G26, the flat front section excludes the installation of six-cylinder engines; therefore it usually has four-cylinder engines of the Ford Pinto series. The kit was priced at £3,018 at launch. By 1992, Ginetta had sold 66 or 67 kits, depending on the source.

Mini:

This was a most enjoyable event. The venue is very welcoming and make it easy for the organiser, so there is not much to do in advance other than advertise it. For this date in mid August, We know that there is a lot else going on and it is the middle of the holiday season so this is never going to be a massive event, even though there is space for it to be just that, but even so, turnout each year has been steadily building, and there was a good showing here, with no-one complaining and most people staying for a considerable time, having found a good balance between looking at the cars and taking advantage of the other attractions of the site. I look forward to seeing what we an achieve here in 2026.