Alfa Anniversary

It’s hard to believe today, but back at the release of the 105-series Alfa Romeo Giulia coupe in 1963, many Alfisti weren’t instantly turned on by the styling; they were happy with their pretty but ageing Giulietta and Giulia 101-series coupes, thanks very much.

As the passage of time continued its inexorable march, opinions softened on the Bertone-designed 105-Series, and they are now renowned as beauties in their own right. Looking at the shape (penned by a young Giorgietto Giugiaro) today, it is hard to believe that 50 years have passed since its introduction.

If the styling dawned a new age for Alfa Romeo, the underpinnings also moved the game forward. The original Giulia Sprint GT of 1963 came standard with a five-speed manual gearbox and disc brakes on all four wheels. Under the bonnet was a twin-carburettor version of the all-alloy 1570cc engine seen in the 101-Series Giulia, here producing a net 79kW.

Suspension was also revised and comprised a double wishbone/coil-spring independent front setup with a live-axle rear suspended by trailing arms and coil springs, and a ‘T-arm’ to control lateral movement. Telescopic dampers were fitted at each corner.

Weighing 950kg and running on steel wheels of 4.5 x 15.0-inch diameter (with 155-section tyres) the early Giulia was light on its feet and brisker than the vast majority of four-cylinder British ‘sports cars’.

Reasonably robust mechanically (if maintained!), problems usually centred on the poor-quality steel used the Giulia’s construction. Additionally, rust prevention treatments were almost non-existent at that time, and that stigma still surrounds them today. Indeed Gary Pearce, who owns two of the featured 105s, purchased a three-year-old Sprint GT Veloce in 1970…”and it was already rusty!”

The 105 coupe evolved from the 1963 original, over a long and somewhat convoluted model listing before being phased out in 1976 to make way for the Tipo 116 Alfetta range.

As with most long-standing classic car series, whittling the feature example list down to a manageable five (with one interloper) was a task in itself so we are grateful to the Alfa Romeo Owners Club of Australia (Victoria Division) for their assistance in sourcing such an amazing array of Giulias. Let the celebration begin!

GTC

Limited to only 1000 units worldwide, the Giulia Sprint GTC was introduced at the Geneva show in 1965. Taking the Bertone coupe in Sprint GT form as a base, Alfa commissioned Carrozeria Touring of Milan to produce a soft-top version. The chassis was strengthened to make up for the loss of rigidity and it featured the 1.6-litre engine, four-wheel disc brakes and five-speed manual transmission of its coupe donor.

The featured example is one of only 99 made in right-hand drive form, built mostly for the British market though a few snuck out to South Africa. This example is actually an Australian-delivered car with rare dealer-fit options including GTA steering wheel, a radio and limited-slip differential with 4.55:1 ratio.

Production lasted only two years before Carrozeria Touring went into receivership thanks to a mass of Italian worker strikes, was shut down in January 1967. A second open 105, the Pininfarina-bodied ‘Duetto’ commenced production in 1967 but shared little visual resemblance with the coupe.

Following on from the original Sprint GT was 1965’s GT Veloce (fast), a title made famous when it previously adorned the rump of a Giulietta. Generally referred to as the 1600 GTV, it sported three horizontal grille slats, a Veloce badge at the rear and a ‘Quadrifoglio’ (four-leaf clover) badge on the C-pillar - Alfas traditional racing ‘shield’.

Mechanically, this car was similar to the Sprint GT, although the engine now produced 81kW and had a better torque spread thanks to revised engine breathing.

The 1600 GT Veloce ran rampant at the 1967 Bathurst 500, battling with the new V8-powered Ford XR GT Falcons throughout the day, finishing third and fourth outright and on the same lap as the leaders.

Owner:

The racer of the group, the ‘A’ in GTA stands for Alleggerita -- essentially lightweight. From 1965 Alfa Romeo had produced a 1600 version of the GTA in Stradale (road) and Corsa (race) forms. The GTA retained the existing steel structure but added lightness via Perspex windows along with aluminium panels and roof, while a twin-plug cylinder head with twin 45mm Weber carburettors (up from 40mm) also provided more horsepower.

In 1968 the 1600 GTA was augmented by the short-stroke 1300 GTA Junior, designed to dominate 1300cc-class racing. Displacing an actual 1290cc and with a bespoke short-ratio gearbox/diff package these small-capacity racers would see 9000rpm and could produce up to 112kW in race trim, using special magnesium castings for the engine sump and gearbox bell-housing. Stradale versions had 71kW net and weighed less than 850kg.

The featured GTA comes from the first year of production and is one of only two known in Australia. Being an early Stradale it runs on sandcast magnesium wheels and has the correct magnesium sump, bell-housing and cam covers. A German-market GTA, it has been converted to right-hand drive and also has holes drilled in the boot -- apparently to mount a tow bar!

The 1300 GTA continued through until 1975, with only 450 examples built. Interestingly they retained the original-look ‘step-front’ bonnet through to the end of production, despite the series production 105 coupes moving to a smooth-front style with the 1750 GTV first seen in late 1967.

Though not a coupe, the ‘Colli’ Giardinetta (Station Wagon) has been included in this celebration because of its rarity. Besides, a few non-believers probably feel it appropriate to have a service vehicle on-hand in case one of the coupes breaks down…

The Colli gets its name from Carrozzeria Colli, the coach-builder Alfa Romeo contracted to create the wagon. Based on the four-door 1.6-litre Giulia Berlina, the Colli was essentially handmade from the C-pillar back, with a flat rear bed, folding rear seats and a wide-access rear hatch. Depending on the purchaser’s requirements, steel side panels or windows could be specified.

The wagons generally made their living as Italian police or army vehicles or, as is the case with this example, used as mobile service vehicles for Alfa Romeo dealers. One of only 19 built, and one of only three believed to have right-hand drive, this 1970 example was delivered new to Australia and used for just such a purpose. It is fitted with a later 1779cc engine, possibly fitted in-period by a dealer or Alfa Romeo Australia themselves.

Rather than calling its new-for-1967 model the 1800, Alfa looked to the past for inspiration and named it the 1750, evoking memories of the pre-war classic developed by legendary engineer Vittorio Jano. Many Alfisti feel the 1750 GTV is the best 105 of all, its updated 1779cc powerplant offering the sweetness of the previous 1570cc unit with power and torque levels to challenge the later 1962cc cars. Power reached 91kW but more importantly torque was up to 182Nm, 42Nm up on the 1600 GTV.

The 1750 adopted a restyled front end with a smooth bonnet line, four headlights and a single horizontal grille slat.

The interior was also redesigned with a new dashboard and seats with adjustable headrests, while underneath a hydraulic clutch replaced a mechanically-actuated unit. A rear anti-roll bar was also added.

Wheels were up to 5.5 inches wide but down to 14.0 inches diameter with 165-series rubber; a limited-slip differential was optional. Dual-circuit braking was adopted for 1970 to complement the larger front discs seen on the 1750. With 44,276 built, the 1750 was the best-selling 105 to wear the GTV badge.

For 1971, a further revised coupe was released with a 1962cc engine. Known as the 2000 GTV it was the final ‘Veloce’ in the 105-series line. Staying in production until 1977 it ran concurrently with its Alfetta GTV replacement for several months.

As a result of ever-tightening emissions laws, the engine produced the same torque figure as the 1750 with only a slight increase in power (to 98kW). The front was once more redesigned, retaining four headlights but setting the centrepiece -- so prominent on the earlier cars -- back into the horizontal slats so it basically sat flush. Larger rear lights were also adopted (and are very hard to source nowadays). Wheels remained the same size as on the 1750 GTV.

Inside, a single instrument cluster was adopted and it lost a little character compared to the curvaceous 1750. Mechanically the limited-slip differential was fitted for the majority of production.

EVOLUTION
Stepping into these cars from first to last reveals something obvious from each Alfa’s appearance -- the lifespan of the 105 is all about evolution.

Apart from the obvious splendour of top-down motoring, the GTC is full of almost innocent charm. Its early 1600cc engine is turbine-smooth and it offers sumptuously-cushioned seats from which to enjoy the view. Downsides? Its driving position is average, even for an Italian design, the large steering wheel combining with the lever position in fourth gear to require a degree in contortionism if you are taller than average… but that’s nit-picking.

The slight increase in power found in the 1600 GT Veloce can be heard through its added helping of induction noise. Headroom is good, as it is in all the coupes, and the driving position is superior to the GTC. Its steering is beautifully light, a real delicacy which is amplified by the original 165-section high profile tyres found on this example.

If induction noise is what you are after, the 1300 GTA provides it in spades, accompanied by an exhaust blare that rips into the atmosphere -- you could be forgiven for thinking Arthur’s Seat had turned into the Raticosa pass of the Mille Miglia. Its twin-plug engine and short-ratio gearbox make it an adrenaline rush of the highest order.

With its 160mm longer wheelbase (2510 plays 2350mm) the Colli is naturally softer-edged than the coupes, its intent is not to be a racer but a characterful hauler… and it wasn’t pressed into serving as a recovery van once!

The 1750 GTV has perhaps the most charismatic interior of all with its wood-finish centre console and curvaceous pews. Its larger engine sacrifices the smooth spin of the 1600 for real low-down torque. Its steering also loses the fingertip feel of the 1600s, though this example does ride on 185-section tyres, adding grip to go with the steering effort.

Finally, the 2000 GTV offers the most modern experience of all with its 2.0-litre engine building still more low-end acceleration without the need for too many revs. It’s also far more comfortable, offering face-level ventilation where the others make do with air directed at windscreen and legs only.

As the cars gather for a group shot, it’s obvious the Giulia coupe’s design has remained a sensation. Passers-by stop to stare, ask questions and have their photos taken with their chosen Alfa. In fact, the surrounding crowd seems to outstrip that of a group of Aussie muscle cars that pull up shortly thereafter. Forget the storied issues of rust and reliability, in its 50th year the Giulia 105 coupe is a rare jewel, rightly revered.

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