Alfa Romeo Giulia GT

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Alfa Romeo
Alfa Romeo 1600 GT Junior
Alfa Romeo 1600 GT Junior
Giulia Sprint
Production period: 1963-1977
Class : Sports car
Body versions : Coupe
Engines:
Petrol engines : 1.3–2.0 liters
Length: 4080 mm
Width: 1580 mm
Height: 1315 mm
Wheelbase : 2350 mm
Empty weight : 1020 kg
Previous model Alfa Romeo Giulietta Sprint
successor Alfa Romeo Alfetta GTV

The two-door coupé Alfa Romeo Giulia GT , often known to the public as Alfa Bertone , supplemented the four-door sedan Alfa Romeo Giulia from 1963 to 1977 and, like them, belongs to the Tipo 105 series . The GT with its own body designed by Bertone was available over the years with engines from 1.3 to 2.0 liters. To differentiate, Alfa Romeo apparently used additional terms like Sprint , Junior , Veloce or GTV at random . The particularly sporty GTA versions and the very rare Cabriolet GTC were added to the GTs . The Alfa Bertone is considered a style icon who helped shape the legend of the Alfa Romeo brand. All models in the GT series are now coveted classics. The Giulietta derivative Giulia Sprint (without GT), which is based on the previous coupé of the Tipo 101 series and has its body, does not belong to this series .

The Giulia GT at a glance

History of origin

Predecessor of the GT series: Gulietta Sprint with Scaglione body ( Tipo 101 ), called Giulia Sprint from 1963 (without the addition of "GT")

With the Giulietta ( Tipo 750 , from 1959: Tipo 101 ) presented in 1954, the Milan-based company Alfa Romeo consolidated its position in large-scale production, which it had only turned to at the beginning of the 1950s. In addition to the four-door Giulietta Berlina, there were a number of special versions, including the Giulietta Sprint coupé designed by Franco Scaglione for Bertone.

In 1962 the four-door Giulietta was replaced by the more modern sedan Giulia ( Tipo 105 ). A coupe on the Giulia floor pan did not appear at the same time. Instead, the previous Coupé of the Tipo 101 series was initially included in the range. It received the 1.6-liter TI engine of the Giulia, but remained externally unchanged. This transitional model with a Giulietta body and Giulia engine was marketed as the Giulia Sprint (without the name affix GT) from 1962 and remained in this form until 1963.

The two-door coupe on the Giulia platform then made its debut in September 1963 at the Frankfurt IAA . The car, known as the Giulia Sprint GT, received its own Bertone body. With its introduction, Alfa Romeo stopped production of the (old) Giulia Sprint with the 1.6-liter engine. The Bertone GT was only available with the 1.6 liter TI engine for the first three years. The rounding down was taken over by the Giulia Sprint with the old Scaglione body and the well-known 1.3-liter engine, which was added to the range again after a one-year break, so that the old and the new coupé were temporarily produced in parallel. When the last variant of the old coupé was discontinued in 1966, Alfa Romeo transferred its 1.3-liter engine to the Bertone GT. The car called Giulia GT 1300 Junior was now the new entry-level model. Over the next few years, Alfa Romeo gradually added more engines that expanded the series upwards (1.75 and 2.0 liters), so that the Giulia GT became its own model family over the years. With the two large engines, the GT stood out from the Giulia Berlina because they were not available in the four-door Giulia; they were reserved for the two larger sedans 1750 Berlina and (from 1971) 2000 Berlina . For a short time there was also an open version of the Bertone draft with the GTC, but it could not establish itself. From 1966, the Alfa Spider with its own Pininfarina body took over its role . The GTA models, which were built under the direction of Carlo Chiti from Autodelta , have a special position . They have a significantly lighter body and, in the case of the 1300 GTA, also have an independent engine. The successor to the Giulia GTV was the Alfetta GTV, also designed by Giugiaro, with a wedge-shaped body, which debuted in 1974 and was produced for three years in parallel with the Giulia GT.

Some manufacturers copied the concept of the Giulia GT in the 1960s. The styles of the Invader and Genie from the Welsh manufacturer Gilbern were also based on the Bertone GT.

Significance for the Alfa Romeo brand

The Giulia GT was an important car for Alfa Romeo. It offered an extraordinarily attractive design and sporty driving performance at a comparatively low price and thus significantly shaped the myth of the brand. Because of its design, the car is considered a style icon. Many retrospective reports on the Giulia GT play with the image of the affordable dream car for young men.

nomenclature

Without Giulia in the name: Alfa Romeo 2000 GT Veloce

With the name Giulia (German: Julia), which follows the name Giulietta (German: Julchen) used on the previous model Tipo 101 , Alfa Romeo wanted to express that the new Tipo 105 series has grown up compared to the Tipo 101 , that is, was further developed or perfected.

The nomenclature within the Tipo 105 coupés is “confusing” and does not follow a uniform structure. The first presented version with 1.6 liter displacement (1963-1966) as well as the smaller 1.3 liter version were called Giulia GT. With the 1.6-liter version, there was initially no additional reference to the displacement; Instead, the additional designation Sprint was added, which was later no longer used in any other version of the Tipo 105 coupés. In the 1.3-liter version of the Giulia GT, Alfa Romeo introduced four-digit numbers as a supplement, which indicated the (rounded) cubic capacity; in this case "1300". This system was retained in all other variants of the GT Coupés (1600, 1750 and 2000), although the numerical code was imprecise, especially in the case of the 1750. The 1.3-liter version of the Giulia GT was also called Junior , which Alfa Romeo took up again in the third 1.6-liter variant (1974-1977). The second 1.6-liter variant (1966–1968), on the other hand, received the addition Veloce (Italian for fast), which the 1750 and 2000 models later also took over. The models produced until 1967 were formally listed as Giulia; From 1968 the name Giulia was dropped for the coupés, so that from now on the individual variants were only designated by different combinations of number blocks and additional terms.

Regardless of these confusing names, the car is often only known as the Alfa Bertone . In the German-speaking world, it is also not uncommon to use the feminine article to refer to this model as the Giulia.

Body and technology

Design detail of the "edge hood": step between the front panel and the bonnet

body

The body of the Giulia GT was created in Bertone's Turin studio; the head of design, Giorgio Giugiaro, was responsible . The design is consistently seen as successful. The lines of the GT are described as timeless and harmonious; the proportions are balanced. The vehicle pillars are very thin; they allow a good all-round view and make the passenger compartment appear light. A special design feature of the early GT models is the horizontal gap between the front panel and the bonnet, which looks like an edge. In view of this, the GTs of the first few years are also called "edge hoods". The 1750 GT Veloce, which was introduced in 1968, is the first GT to have a revised front design in which the edge has been omitted; at the same time, the indicators are moved from the fender edges to the front of the car under the radiator trim. With the exception of the GTA, all other GT models received the smooth front section until 1972. The most powerful models (1750 GTV and 2000 GTV) have double headlights, the weaker models only have single headlights. The drag coefficient of the Giulia GT is 0.37. The vertical rear end reminds some observers of the crest of the Giulietta SZ Coda Tronca by Zagato .

The body consists of pressed sheet steel. Unlike previous models, Alfa Romeo manufactured the bodies themselves. They were created in the newly built plant in the Milan suburb of Arese . On the other hand, Alfa Romeo continued to build the mechanical components in the old factory in the Portello district. The bodies are considered to be extremely susceptible to rust.

Numerous add-on parts were also found in the models of various small series manufacturers. The rear lights, for example, were also installed on the Iso Grifo and the Lotus Elan , the door handles on some of the Stutz Motor Car of America vehicles built at Saturn in Italy , including the Blackhawk III and IV Porte .

landing gear

The Giulia GT has the shortened floor pan of the Giulia Berlina. At 2350 mm, its wheelbase is 160 mm shorter than that of the sedan. The front wheels are individually suspended on double wishbones , at the rear there is a rigid axle on trailing arms and a reaction triangle . Front and rear the Giulia GT have coil springs and telescopic shock absorbers . From the beginning, an anti-roll bar was also installed at the front, and from 1968 also at the rear. This reduced the car's tendency to understeer; his driving behavior has now been described as neutral. The deceleration is done by four servo-assisted disc brakes .

Engine and power transmission

Double camshaft engine ( Bialbero ) in the 1750 GTV

The variants of the Giulia GT are powered by differently sized versions of the unofficially Bialbero in -line four-cylinder engine, which goes back to a design by Orazio Satta Puglia from the late 1940s. The engine block and cylinder head are made of an aluminum alloy. All variants have two overhead camshafts , from which the name Bialbero can be traced back. The crankshaft has five bearings. Mixture preparation is regularly done by two double Weber carburettors . The only exception was for individual versions sold in the USA and the rare GTAm that have injection systems.

Over the years, different displacement variants of the Bialbero engine were available in the Giulia GT range:

Factory code Displacement Bore × stroke power model
Tipo 530 1290 cc 74 mm × 75 mm 87 hp (64 kW) GT 1300 Junior
1290 cc 87 mm × 67.5 mm 95 PS (70 kW) 1300 GTA
Tipo 502 1570 cc 78 mm × 82 mm 106 PS (78 kW)
102 PS (75 kW) 		Giulia Sprint GT
Giulia GTC
Tipo 536 109 hp (80 kW) Giulia GT Veloce
1600 GT Junior
115 PS (85 kW) 1600 GTA
Tipo 548 1779 cc 80 mm × 88.5 mm 113 PS (83 kW) 1750 GT Veloce
Tipo 512 1962 cc 84 mm × 88.5 mm 131 hp (96 kW) 2000 GT Veloce
1985 cc 84.5 mm × 88.5 mm 240 hp (177 kW) 2000 GTAm

The power is transmitted to the rear axle via a manual five-speed gearbox. While the Giulia Berlina was optionally available with a stick or steering wheel shift, the Giulia GT only had a stick shift. Test reports unanimously praised the “buttery smooth” circuit of the Giulia GT, which is fun to use.

The standard coupes

Giulia Sprint GT, Giulia Sprint GT Veloce and 1600 GT Junior

Alfa Romeo Giulia 1600 GT Veloce "edge hood" (1966–1968)
Alfa Romeo 1600 GT Junior with a smooth front (1974–1977)

The first variant of the GT series , known in-house as Tipo 105.02 , was presented to the public at the IAA in Frankfurt in 1963. It has the 1.6 liter engine of the Giulia 1600 TI and was marketed as the Giulia Sprint GT from 1963 to summer 1966. It was the only variant of the Giulia GT series that was called Sprint . The term did not appear again until 1976 in the Alfa Romeo Alfasud Sprint sports coupe . Here the engine, internally designated as Tipo 502 , delivers 106 HP (78 kW) according to the factory specifications; In the German approval process, however, only 102 hp (75 kW) were determined. The unique visual feature of the Giulia Sprint GT is its lattice-shaped radiator cover, which is composed of small rectangles. The Giulia GT Sprint was delivered with Pirelli Inturato tires in the 155 × 15 format. When it was launched on the German market, the Giulia Sprint GT cost 17,000 DM; in 1965 Alfa Romeo lowered the price to 15,950 DM.

When the smaller 1.3-liter version of the GT was introduced in 1966, Alfa Romeo increased the engine output of the 1600 to 109 hp (80 kW); the difference in performance to the weaker entry-level model was 22 hp (16 kW). The increase in performance was achieved through changes to the inlet opening. The 1.6-liter coupe, now known as Tipo 105.36 , was marketed as the 1600 GT Veloce (or GTV). Outwardly there were only minor changes. Instead of the previously latticed radiator grille, the radiator trim of the 1600 GT Veloce has three horizontal chrome struts. In 1966 the 1600 GT Veloce cost 14,390 DM in Germany; it was therefore 1,600 DM cheaper than its predecessor with the same engine and around 3,700 DM more expensive than the new 1300 GT Junior. The 1600 GT Veloce remained on offer until 1968. For the next six years, Alfa Romeo did not offer a 1.6-liter version of the GT; its position was taken over by the 1750 GT Veloce, which was produced until 1972.

For the 1974 model year, the 1.6-liter engine came back into the range. The third Giulia GT version with this engine (factory Tipo 105.3 ) was now called the 1600 GT Junior and to a certain extent replaced its successor, the 1750 GTV Veloce. Technically, the 1600 GT Junior corresponds to the 1600 GT Veloce produced from 1966 to 1968; the engine output is also 109 hp (80 kW). In contrast to the first two 1600 variants, the 1600 GT Junior is no longer an “edge hood”; the smooth front section corresponds to that of the late 1300 GT Junior. Both models have two round single headlights and a horizontal chrome strut. the 1600 GT Junior was between the 1300 GT Junior and the 2000 GT Veloce. Like these, it remained in the program until 1977.

Giulia GT 1300 Junior

Alfa Romeo 1300 GT Junior (1968)

In February 1966, Alfa Romeo presented the Giulia GT 1300 Junior ( Tipo 105.30 ). He replaced the Giulia Sprint from the Tipo 101 series , which still had the Scaglione body from 1954, as an entry-level model. The 1300 GT Junior combines the body of the Bertone GT with the 1.3 liter engine already used in the Giulia range. Its maximum output is 87 hp (64 kW). Some testers consider this engine variant to be the most harmonious of the entire Bialbero family. It allows the car a top speed of 175 km / h, according to other sources 163 km / h. A test report said that the driving performance of the 1.3-liter coupé is mediocre as long as you don't put the right gear in at the right time. Externally, the only difference between the early 1300 GT Junior and the larger 1600 model is a modified radiator grille, which has one instead of three horizontal chrome struts. The 1300 GT Junior cost 11,700 DM when it was launched in Germany. This made it 700 DM cheaper than the nearly equally strong Glas 1300 GT and almost 6000 DM cheaper than a Porsche 912 , which developed 90 hp (66 kW). The 1300 GT Junior remained in the range until the Giulia GT series was discontinued in 1977. During this time he experienced only a few changes. In 1970 it got the smooth front section of the larger models, but had single headlights and a single horizontal chrome strut in the radiator grille.

1750 GT Veloce

Alfa Romeo 1750 GT Veloce (1968)

At the Brussels Motor Show in January 1968, Alfa Romeo presented the 1750 GT Veloce (alternatively: 1750 GTV; Tipo 105.44 ), the most powerful version of the Giulia GT to date. Its Bialbero four-cylinder engine ( Tipo 548 ) has a displacement increased to 1779 cm³ and develops 113 hp (83 kW). The model name, which only imprecisely reflects the displacement, refers to the Alfa Romeo 6C 1750 , a successful sports car from the interwar years. In contrast to the 1300 GT, the engine of the 1750 GT Veloce has a long stroke. Its maximum output already occurs at 5000 revolutions per minute. At the same time, the maximum torque increased to 17.3 mkp (169 Nm). The 1750 GT Veloce is the first vehicle in the Giulia GT series to have the new front design, which dispenses with the gap between the front panel and the bonnet. Also new were the round double headlights and a high-quality interior that was decidedly comfortable and optionally also included leather-covered seats. The basic price for the 1750 GT Veloce was 14,700 DM when it was launched in Germany; it was only 400 DM more expensive than the 1600 GT Veloce. Both models were temporarily produced in parallel, after which Alfa Romeo discontinued the smaller model. The front section was revised in 1970; the 1750 GT Veloce built from 1970 onwards are unofficially grouped together as Series 2. After production of the 1750 GT Veloce ended in 1972, the 1600 GT Veloce returned to the range.

2000 GT Veloce

Front end 2000 GT Veloce

The top model of the Giulia GT series was the 2000 GT Veloce, which Alfa Romeo presented in June 1971 ( Tipo 105.21 ). Its 1962 cm³ engine ( Tipo 512 ) is a drilled out version of the 1750 engine. With an unchanged stroke (88.5 mm), the bore is 84 mm; the engine is still long-stroke. It has a revised cylinder head with enlarged valves. The engine output is 131 HP (96 kW), the maximum torque 18.5 mkp (181 Nm). The 2000 GT Veloce reaches a top speed of 200 km / h. Externally, the front section largely corresponds to that of the 1750 GT Veloce. The 2000 GT Veloce, however, received a full-length chrome radiator grille with an integrated Alpha Scudetto . The rear end has been redesigned: The 2000 GT Veloce is the only member of the family to have wide rear lights, in which the reversing lights are also integrated. The new price of the 2000 GT Veloce was 16,500 DM when it was launched in Germany.

Special versions for individual markets

Iniezione versions for North America

USA version of the Alfa Romeo 2000 GTV

On the North American market, Alfa Romeo offered the 1750 and 2000 GT Veloce with engines that were equipped with mechanical fuel injection and carried the additional designation Iniezione . The injection system was necessary to meet US emissions regulations. It came from the Alfa Romeo supplier Spica and was considered "problematic". In 1971 the American magazine Motor Trend determined an output of 135 SAE-PS for the 1750 GTV Iniezione  ; a year later, Car & Driver measured 129 SAE-PS on the 2000 GTV Iniezione.

At the beginning of the 1970s, the German Alfa Romeo importer took over a number of vehicles that could not have been sold on the North American market. They kept the USA specifications, including the injection engines and the equipment adapted for the USA including the air conditioning. Lights and instruments, on the other hand, were converted to the German standard by Alfa Romeo. In spite of the good equipment, the vehicles were significantly lower in price than the correspondingly motorized European variants. Since the German workshops did not know about the Spica injection and often had difficulties with maintenance, most of these vehicles were subsequently converted to carburettors. However, they can still be recognized by the toothed belt pulley for driving the injection pump and the threaded holes on the side in the engine block for installing this pump.

The injection versions are also unpopular in the classic market. US vehicles are often sold to European collectors who use them as part carriers or upgrade to carburettor engines.

2000 GTV SE

As the Alfa Romeo 2000 GTV SE (for Special Equipment ), the British importer sold a special series from 1975, which differed from the factory 2000 GT Veloce mainly in terms of equipment and styling details. With this special series, several hundred 2000 GT Veloce were to be sold, which had been unsold on British heaps for a long time - in some cases for several years. In order to make the vehicles more attractive, the importer had the standard cars subsequently converted by the independent company Trimcraft Motor Products . The special features of the SE models included chrome-plated spoked wheels and a color-contrasting vinyl roof . The spoked wheels replaced the standard steel wheels, which had often started to rust due to the long service life. Some sources report that the vinyl roof also had the purpose of covering rust spots on the bodywork: subsequently sticking the plastic cover on was cheaper than rust treatment and repainting. The SE models also had rubber strips on the sides of the car, a black radiator grille and a standard cassette radio. Alfa Romeo sold around 230 copies of the 2000 GTV SE in the UK. The cars are not popular on the classic market today. The vinyl roof in particular is perceived as unattractive.

Radford Coachbuilders

London-based coachbuilder Harold Radford reworked several Giulia Sprint GTs with the 1600 engine on behalf of customers in the early 1960s. Unlike in the case of the 2000 GTV SE built by Trimcraft, there was no factory connection. In addition to stylistic changes to the front, which included the installation of rectangular headlights from Cibié , Radford especially upgraded the interior. The dashboard has been completely redesigned. It was clad in rosewood. The seats were upholstered in leather. The back seat was redesigned; Radford marketed it as the Cleopatra Bench . There were new carpets and electric windows. The exact scope of production is not known; some sources speak of around six vehicles. One of them is said to have been a GTA. One of the buyers of a Radford GT was actor and automobile enthusiast Peter Sellers .

Giulia GTC

The Giulia GTC is a four-seater convertible based on the 1600 Sprint GT with a Bertone body. The series model was preceded by a stylistically independent prototype.

prototype

Ernesto Cattoni's prototype for a Giulia GT Spider

Alfa Romeo had a Spider version of the then new GT designed in its own Centro Stile as early as 1963. The basis of this model was the floor pan of the Giulia, which was shortened again compared to the GT; the wheelbase is only 2241 mm here. Alfa's designer Ernesto Cattoni designed an open two-seater with a largely independent body. The front fenders flow into large, round headlights. In the middle of the front of the vehicle is a large Alfa- Scudetto that interrupts the front bumper. The rear section is similar to that of the standard GT, but two round taillights are installed on the left and right. The drive technology of the prototype corresponds to that of the Giulia Sprint GT (1.6-liter four-cylinder engine, 106 hp). Alfa Romeo only made a prototype of the Cattoni design that still exists. Series production did not materialize.

Production model

Giulia GTC

In 1964 Alfa Romeo presented the production version of the open GT, which replaced both the old Giulia Spider (Tipo 101) and the 2600 Spider. The car, known as the Giulia GTC, is considered by some to be one of the most stylish convertibles ever built. The GTC bears no resemblance to the Cattoni design from 1963. It is based on the closed Giulia Sprint GT with a 1.6 liter engine; The body and technology are largely unchanged. The GTC was manufactured by the traditional Turin-based coachbuilder Carrozzeria Touring . Touring cut off the roof of the standard Bertone coupés and installed an unlined soft top which, when folded down, disappears completely behind the rear seats and does not interrupt the low belt line. Touring installed some reinforcements in the sill area and above the rear axle. However, they were too weakly dimensioned, so that the GTC twisted a lot when driving. The GTC weighs 905 kg empty. When it was launched, the Giulia GTC cost 17,450 DM in Germany. It was around 2,000 DM cheaper than a Mercedes-Benz SL “Pagoda” .

The information on the scope of production varies. Most sources speak of "about 1000 vehicles", the Dutch GTC register speaks of 1003 cars. Touring had been in economic difficulties since 1965, so that production of the GTC came to a standstill for a time; In 1966 it ended completely. Alfa Romeo replaced the open version of the GT with the Spider "Duetto" introduced in August 1966 with a Pininfarina body.

Alfa Romeo Giulia GTA and GTAm

GTA

Alfa Romeo GTA
Two Giulia GTAs in action in Zandvoort

The Alfa Romeo Giulia GTA (alternatively: Alfa Romeo GTA) is a version of the Bertone GT designed for motorsport use, which was offered from 1965 to 1972 and was available in two engines. The GTAs are stylistically the same as the series models of the "edge hood" generation; There were no pure GTA models with a smooth vehicle front (something else applies to the GTAm). The vehicles were built at Autodelta in Settimo Milanese . They are about 250 kg lighter than the regular GT versions; this reflects the term GTA conceptually: "A" stands for allegerita (relieved) according to the general opinion ; Individual sources mean, however, that the A stands for aluminum. The lower weight was primarily achieved through body panels made from aluminum sheets. In addition, the interior fittings were reduced and some add-on parts such as bumpers and door handles were omitted.

In 1965 the 1600 GTA first appeared. The 1.6 liter engine block is unchanged compared to the standard coupés, but Autodelta had designed a new cylinder head with larger valves and dual ignition . The compression has been increased from 9.0: 1 to 9.7: 1. In the homologation version, the engine has an output of 115 HP (85 kW), in the racing trim up to 170 HP (125 kW) are possible. 500 copies of the 1600 GTA were built by 1970. In 1968 Alfa Romeo brought out the 1300 GTA. Autodelta had also revised the engine view for him. Although the engine's displacement of 1290 cm³ corresponded to that of the regular 1300 GT Junior, the bore and stroke had been changed. Instead of the almost square design of the series engine, the four-cylinder of the 1300 GTA is short-stroke (bore × stroke 87 mm × 67.5 mm) and "extremely easy to turn": The maximum speed of this version was 7500 revolutions per minute. In the road version, the engine of the 1300 GTA developed 95 hp (70 kW), in the racing trim it achieved up to 160 hp (118 kW). By 1972, 447 copies of the 1300 GTA were built.

The GTAs were successful in motorsport. They won the European Touring Car Championships in 1967, 1969, 1970, 1971, 1972, 1978 and 1979; there are also over two dozen national championships and many other titles. The GTA pilots included a. Andrea de Adamich , Jochen Rindt , Ignazio Giunti and Nanni Galli , in Germany a. a. Jochen Mass , Harald Ertl and Gerhard Schüler . The Alfa GTA was an important image carrier for the brand.

GTAm

Alfa Romeo GTAm

The GTAm is a further developed racing version of the GTA, around 40 of which were produced in 1970 and 1971. The GTAm is powered by a 2.0-liter version of the Bialbero engine, which is not identical to the series-production engine introduced later in the 2000 GT Veloce. Rather, it is based directly on the 1.6-liter block and, unlike the engine of the 2000 GT Veloce, also takes over its cylinder spacing. The displacement (1985 cm³) and the ratio of bore and stroke (84.5 mm × 88.5 mm) also differ from the 2.0-liter series engine. The cylinder head has been redesigned. The mixture is prepared here by a mechanical gasoline injection from Spica, which was also used in the USA versions of the 1750 and 2000 GT Veloce. The engine output is around 240 hp (177 kW). In contrast to the GTA 1300 and 1600, the body of the GTAm is made of sheet steel. Stylistically, it corresponds to the smooth-front models. Usually the front and rear fenders or side panels are arched.

Related models

Alfa Romeo Montreal
Alfa Romeo Junior Zagato

Alfa Romeo Montreal

A model related to the Giulia GT is the Alfa Romeo Montreal sports coupé, which was shown as a show car in 1967 on the occasion of the world exhibition Expo 67 in Montreal, Canada , and was produced in a modified form in series from 1970. The Montreal is outwardly independent with its body designed by Marcello Gandini . But he uses the floor pan and the chassis technology of the Giulia GT. Instead of the Bialbero four-cylinder engines, a 2.6-liter, 200 HP (147 kW) eight-cylinder V-engine is used, which is derived from the drive unit of the Tipo 33 Stradale . The sensational coupé was only sold slowly because of its high price, but also because of the effects of the first oil crisis. According to some sources, production ended as early as 1975, but sales dragged on until 1977.

Alfa Romeo Junior Zagato

The Giulia GT is also indirectly related to the Junior Zagato hatchback coupé, which was designed by Zagato in Milan and built in series from 1969. The two-seater is based on the floor pan of the Alfa Spider, which is shorter than that of the closed Giulia GT, but the drive technology was taken over from the GT. Initially, the Junior Zagato was available with the 1.3 liter Bialbero engine, from 1972 with the 1.6 liter version. A total of around 1500 vehicles were built, a good 1100 of them with the 1.3-liter engine.

production

In 15 years, Alfa Romeo, all variants taken together, produced almost 225,000 vehicles in the Giulia GT range. The production is distributed among the individual variants as follows:

model 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975 1976 1977
Sprint GT 21,542 copies
1300 GT Junior 92,053 copies
1600 GT Veloce 14,240 copies
1750 GT Veloce 44,265 copies
2000 GT Veloce 37,459 copies
1600 GT Junior 14,299 copies
GTC approx. 1000 copies
1600 GTA 500 copies
1300 GTA 447 copies
GTAm 40 copies

Technical specifications

The models of the Giulia GT series have technically a number of identical parts with the Giulia Berlina. Due to the independent, shorter body, however, there are different technical data.

Alfa Romeo Giulia GT
1300 GT Junior Giulia Spint GT 1600 GT Veloce 1600 GT Junior 1750 GT Veloce 2000 GT Veloce GTC 1600 GTA 1300 GTA GTAm
Motor type Gasoline engine
Engine type Inline four-cylinder
Displacement 1290 cc 1570 cc 1779 cc 1962 cc 1570 cc 1290 cc 1985 cc
Bore × stroke 74 mm × 75 mm 78 mm × 82 mm 80 mm × 88.5 mm 84 mm × 88.5 mm 78 mm × 82 mm 87 mm × 67.5 mm 84.5 mm × 88.5 mm
Max. power 87 hp (64 kW) 106 PS (78 kW)
102 PS (75 kW)		 109 hp (80 kW) 113 PS (83 kW)  131 hp (96 kW)  109 hp (80 kW) 115 PS (85 kW)  95 PS (70 kW)  240 hp (177 kW)
Mixture preparation Two double carburetors Two twin carburetors
USA: mechanical fuel injection		 Two double carburetors mechanical fuel injection
Valve control two overhead camshafts, chain drive
cooling Water cooling
circuit manual five-speed gearbox, stick shift
Front suspension Independent suspension, wishbones, coil springs, telescopic shock absorbers
Rear suspension Rigid axle, trailing arm, reaction triangle, coil springs, telescopic shock absorbers
Brakes front and rear disc brakes, servo-assisted
body self-supporting, sheet steel self-supporting, sheet steel and aluminum self-supporting, sheet steel
wheelbase 2350 mm
Dimensions
(length × width × height)		 4080 mm × 1580 mm × 1315 mm
Top speed 175 km / h 180 km / h 185 km / h 200 km / h 230 km / h

literature

  • Georg Amtmann, Halwart Schrader: Italian sports cars. (From Abarth and Alfa Romeo to Vignale and Zagato. Brands, history, technology, data). Motorbuch-Verlag, Stuttgart 1999, ISBN 3-613-01988-4 .
  • Keith Booker: Alfa Romeo Giulia GT Coupe 1963 to 1976. The Essential Buyer's Guide. Veloce Publishing, 2016, ISBN 978-1-78711-033-5 .
  • Eckhard Eybl: Bella Donner. In: Bernd Wieland (ed.): Italian sports car classics. Motorbuch Verlag, 2001, ISBN 3-613-02162-5 .
  • Dieter Günther: Continuous sprinters. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market . Issue 5/1989, p. 6 ff.
  • Frank Oleski, Hartmut Lehbrink: Series sports cars . Könemann, Cologne 1993, ISBN 3-89508-000-4 .
  • Maurizio Tabucchi: Alfa Romeo - 1910-2010. Heel, 2010, ISBN 978-3-86852-296-9 .
  • Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 .

Web links

Commons : Alfa Romeo Giulia GT  - Collection of pictures, videos and audio files

Remarks

  1. ↑ In 12 months, 7083 copies of the Giulia Sprint 1.6 with the Scaglione body were produced.
  2. ↑ Albero di camme : Italian for camshaft; the prefix bi- stands for double or double.
  3. ↑ According to measurements by the German registration authorities, the output was 102 hp (75 kW). See Dieter Günther: Dauersprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 8.

Individual evidence

  1. ↑ Stephen Bayley: Cars: Freedom, Style, Sex, Power, Motion, Color, Everything. Hachette UK, 2012, ISBN 978-1-84091-606-5 .
  2. ^ Roger Gloor: All cars of the 50s. Motorbuch Verlag, 2007, ISBN 978-3-613-02808-1 , p. 51.
  3. ^ Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 23.
  4. ↑ a b c Wolfram Nickel: A seductive curve artist. www.zeit.de, December 24, 2013, accessed on July 5, 2019 .
  5. ^ A b Georg Amtmann, Halwart Schrader: Italian sports cars. (From Abarth and Alfa Romeo to Vignale and Zagato. Brands, history, technology, data) . Motorbuch-Verlag, Stuttgart 1999, ISBN 3-613-01988-4 , p. 45.
  6. ^ ARM: Road Impressions: Gilbern Invader . Motorsport Magazine, issue 12/1971, p. 38.
  7. ^ Eckhard Eybl: Bella Donner. In: Bernd Wieland (ed.): Italian sports car classics. Motorbuch Verlag, 2001, ISBN 3-613-02162-5 .
  8. ↑ a b c d e f Dieter Günther: Dauersprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 12.
  9. ^ Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA, Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 25.
  10. ↑ a b c Frank Oleski, Hartmut Lehbrink: Series sports car. Könemann, Cologne 1993, ISBN 3-89508-000-4 , p. 232.
  11. ↑ a b Dieter Günther: Permanent sprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 11.
  12. ↑ NN: Bertones Bella Donna: 50 years of the Alfa Romeo Giulia Sprint GT. www.welt.de, December 4, 2013, accessed on June 28, 2019 .
  13. ^ John Tipler: Alfa Romeo Giulia Sprint GT - The Bertone. Heel Verlag, 2014, ISBN 978-3-86852-940-1 .
  14. ^ Giles Chapman: The Classic Car Book: The Definitive Visual History. Dorling Kindersley Ltd, 2016, ISBN 978-0-241-28747-7 , p. 264.
  15. ↑ a b Dieter Günther: Permanent sprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 7.
  16. ↑ a b Dieter Günther: Permanent sprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 14.
  17. ^ A b John Tipler: Alfa Romeo Giulia Sprint GT - The Bertone. Heel Verlag, 2014, ISBN 978-3-86852-940-1 , p. 26.
  18. ^ Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 19.
  19. ^ A b c Mike Lawrence: A to Z of Sports Cars, 1945-1990. Bay View Books, 1996, ISBN 1-870979-81-8 , p. 69.
  20. ↑ a b c Dieter Günther: Dauersprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 10.
  21. ^ Frank Oleski, Hartmut Lehbrink: Series sports car . Könemann, Cologne 1993, ISBN 3-89508-000-4 , p. 236.
  22. ^ Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , S: 27.
  23. ↑ a b c d e f Dieter Günther: Dauersprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 15.
  24. ↑ a b Dieter Günther: Permanent sprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 8.
  25. ↑ a b Test report by the Australian magazine Motor Manual , quoted from Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA , Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 31.
  26. ↑ a b c d e f Keith Booker: Alfa Romeo Giulia GT Coupé 1963 to 1976. The Essential Buyer's Guide. Veloce Publishing 2016, ISBN 978-1-78711-033-5 , p. 58 ff.
  27. ^ A b Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 31.
  28. ^ A b Heinrich Lingner: Blue pause. Alfa Romeo Giulia GTC. In: Motor Klassik. Issue 9/2003, pp. 29-33.
  29. ↑ Dieter Günther: Permanent sprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 13.
  30. ^ Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 32.
  31. ↑ a b c Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 35.
  32. ^ Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 37.
  33. ↑ Illustration of an Alfa Romeo 2000 GTV SE (accessed on July 3, 2019).
  34. ^ Ronan Glon: Radford's GT. ranwhenparked.net, June 21, 2011, accessed June 27, 2019 .
  35. ↑ Dieter Günther: Permanent sprinter. The Alfa Romeo Giulia Sprint GT and its successors. In: Oldtimer Market. Issue 5/1989, p. 13.
  36. ↑ Malte Jürgens: Too good to tip over . Driving report for the Giulia Spider prototype in Motor Klassik . Issue 2/2010, pp. 46–51.
  37. ^ A b Johnny Tipler: Alfa Romeo Giulia Coupé GT & GTA. Veloce Publishing, 2013, ISBN 978-1-78711-226-1 , p. 30.
  38. ↑ a b website www.giuliagtc.com (accessed on July 7, 2019).
  39. ↑ Alessandro Sannia: Enciclopedia dei carrozzieri italiani. Società Editrice Il Cammello, 2017, ISBN 978-88-96796-41-2 , p. 557.
  40. ↑ a b The performance data refer to the carburettor version.
  41. ↑ a b The performance data refer to the version with street legal approval.