Альфа Ромео 105 және 115 сериялы купелер: Тарихы мен ерекшеліктері

The Alfa Romeo 105 and 115 series coupés are a range of cars made by the Italian manufacturer Alfa Romeo from 1963 until 1977, based on a shortened floorpan from the Giulia saloon. They were the successors to the Giulietta Sprint coupé.

The basic body shape shared by all models was designed by Giorgetto Giugiaro for Bertone. It was one of his first major projects for Bertone, and borrowed heavily from his earlier design for the Alfa Romeo 2000 Sprint/2600 Sprint. The balance of glass and metal, the influence of the shape of the front and rear glass on the shape of the cabin, and the flat grille with incorporated headlamps were groundbreaking styling features for the era. A limited production (1000 units) convertible was a modification from the standard car by Touring of Milan, offered as a catalogue model by Alfa Romeo called the Giulia Sprint GTC. A small number of the GT Junior Zagato were also built with a very different, aerodynamic two seater coupé body designed by Ercole Spada for Zagato of Milan. These too were offered by Alfa Romeo as catalogue models, as the GT 1300 Junior Zagato and later GT 1600 Junior Zagato.

All models feature the four cylinder, all light alloy Alfa Romeo Twin Cam engine in various cubic capacities from 1290 cc to 1962 cc, all with two valves per cylinder. All versions of this engine fitted to the 105 series coupés featured twin carburetors, except for US market 1750 GTV and 2000 GTV cars which were fitted with mechanical port fuel injection by SPICA. Competition models featured cylinder heads with twin spark plugs. Common to all models was also a 5 speed manual transmission and solid disc brakes on all four wheels, although at South Africa's Brits plant a few automatic 2000 GTVs were made for the local market. These featured the three speed ZF automatic transmission. The rear suspension uses a solid axle with coil springs. Air conditioning and a limited slip rear differential were optional on the later models. A limited slip differential was standard on the GTV 2000 for North America 1972–1974. Factory air conditioning was available on the 1973 1974 only in the USA.

Tipo: 115.03 (1972–74), 105.05 (right hand drive), 115.34 (1974 on). Engine: 00536 (1972–74), 00526/AS (1974 on). The Alfa Romeo GT 1600 Junior was introduced in 1972, to plug the gap between the GT 1300 Junior and the larger engined 2000 GTV. In the UK right hand drive market the GT 1300 Junior was dropped, but in many other markers the two models were available as a range. The engine was substantially the same as that of the Giulia Sprint GTV discontinued four years previously, and had the same engine type number. The final drive ratio was again 9/41 as standard on all 105 Series coupés with the 1290 cc and 1570 cc engine. Record exist on the Classic Alfa Romeo register of a RHD GT 1300 Junior which was made and delivered to the UK in 1972 AR 1296169. From 1974 on, the GT 1300 Junior and GT 1600 Junior were rationalised into a common range of models with the 2000 GTV and were rebadged as 1.3 GT Junior and 1.6 GT Junior, sharing most of the interior and exterior features with the larger engined car. The only exterior differences were no bumper over riders, lack of C pillar green serpent badges, small rear light clusters same as pre '74 Juniors and GT 1300 Junior or GT 1600 Junior badge on the boot. Apart from the engine size, the only mechanical differences were: smaller front brakes, as the Juniors had not adopted the larger units fitted to the 1750 GTV and 2000 GTV from 1968 on, differential ratios (Junior models 4.55:1, 2000 GTV 4.1:1) and 5th gear ratio (GT 1300 Junior 0.85:1, all other Alfa Romeo 105 models 0.79:1). The GT Junior has a tight suspension and weighed in at just for the 1.3 variant. Because of this, the car would often go onto three wheels, lifting the inside front wheel off the road when driven enthusiastically. Production ended in 1976 77 and totalled 91,964 units of 1.3 lt. Juniors and 13,120 units of the 1.6 lt. Juniors.

Tipo: 105.93 (Junior Z), 115.24 (1600 Junior Z). Engine: 00530 (Junior Z), 00536. S (1600 Junior Z). The Alfa Romeo Junior Z was a limited production two seater coupé with aerodynamic bodywork by Zagato of Milan. The kamm tail wedge shaped body was designed by Ercole Spada at Zagato. The rear boot lid could be opened a crack (electrically operated) so as to aid in cabin ventilation. The Junior Z was introduced at the 51st Turin Motor Show in November 1969. Unlike Zagato's earlier, race oriented and aluminium bodied Giulietta SZ which had a very active competition history, the Junior Z was not specifically intended for racing and did not see much use in competition. The Junior Z had a steel bodyshell with an aluminium bonnet and, on the earlier Junior Z, aluminium doorskins. The car was based on the floorpan, driveline and suspension of the Alfa Romeo Spider 1300 Junior. The platform was manufactured at Pininfarina factory and transferred to the coachbuilder Maggiora to be bodied, and then sent to Zagato. However the floorpan was shortened behind the rear wheels to fit the short rear overhang of the Zagato bodywork. The engine was the same 1290 cc twin cam with two twin choke carburettors of the GT 1300 Junior and Spider 1300 Junior. It produced or 103 PS [[SAE International at 6000 rpm, giving the car a top speed of In the cabin driver and passenger were seated in highly bolstered bucket seats with incorporated headrests. Two large round instruments, tachometer and speedometer, faced the driver; three more auxiliary gauges were in the middle of the Zagato designed dashboard. The steering wheel was the same two spoke, plastic rimmed one of the other Junior models. In total 1,117 examples were built, of which 2 bodyshells were destroyed during production because they were not within specification. Production of the Junior Z continued through 1972, and was replaced by the 1.6 litre 1600 Junior Z at the end of the year; although according to the records two more 1.3 litre cars were completed in 1972. The 1600 Junior Z was launched at the 54th Turin Motor Show in November 1972. In this case the car was based on the unaltered floorpan of the 1600 Spider, so that the standard sized fuel tank could be left in place. As a consequence, at 4 metres long the 1600 Junior Z measured more than the 1300. This can be seen at the back where the sloping roofline runs further back and the back panel is different and lower. The lower part of the rear bumper features a bulge to make room for the spare tire. The 1570 cc engine with two twin choke carburettors had an output or 125 PS SAE at 6000 rpm. Top speed rose to
Besides the longer tail, a number of exterior details distinguished the 1600 Junior Z from the previous model: the arched front bumper was bulkier, the fuel filler was moved to the left hand side, the tail lights were larger items sourced from the 2000 Berlina, the door handles had black plastic housings, and the exhaust pipe was down turned. Badging on the tail now read "1600 Z" instead of "Junior Z". Inside the steering wheel was now a wood rimmed one, with horn buttons through the three metal spokes. In total 402 examples of the 1600 were made, the last one being produced in 1973; the cars were then sold until 1975.

Tipo: 105.32 (Alfa Romeo), 105.02/A (IGM homologation), 105.34 (right hand drive). Engine: 00502/A or 00532/A (identical save for no. prefix.). The Alfa Romeo GTA retained the external form of the Giulia Sprint GT, but was constructed with aluminium external panels replacing the standard steel panels. The 'A' stood for "Alleggerita", Italian for "lightened". The engine was based on that of the standard 1600 cc car with a new, twin plug head and Weber 45DCOE carburettors. The sump, camshaft cover, timing cover and clutch housing were in lightweight magnesium alloy instead of the standard aluminium alloy. Many other measures were also taken to lighten the car, and tune it for racing. All GTA's had the lower rear wheelarches as fitted to the Giulia Sprint GT's and GTV's, and very early GT 1300 Juniors. The GTA was available from the factory as a high performance car for the road or racing. Unmodified cars in factory trim have come to be known as "GTA Stradale" but few were sold in this form. Most customers were racers and had them further modified and tuned before delivery by Autodelta, which had become a wholly owned Alfa Romeo subsidiary running its competition department.

Tipo: 105.59. Engine: 00559. The Alfa Romeo GTA 1300 Junior (Tipo 105.59) was based on the early step front GT 1300 Junior, incorporating the same modifications as the GTA. Its engine was not based on the standard 1300 cc motor but was instead based on the 1600cc GTA engine with the same bore but a shorter stroke (67.5 instead of 82 mm). Unlike the GTA, the GTA 1300 Junior featured the higher rear wheelarches as first seen on the GT 1300 Junior and later adopted for the 1750 GTV. Once again the GTA 1300 Junior was available as a standard car from Alfa Romeo, but most were modified by Autodelta for racing before delivery. Production of the GTAJ continued through 1975.

The Alfa Romeo 1750 GTAm (later called 2000 GTAm when the 2000 GTV was introduced) appeared in 1969. Unlike the Giulia Sprint GTA and GTA 1300 Junior, The GTAm was not built by Alfa Romeo, was never available from the factory and was never issued its own Tipo number. There have been two schools of thought about the origin of the "Am" moniker, one explaining Am as standing for "Alleggerita maggiorata" (Italian: lightened enlarged, referring to the lightened body and enlarged cylinder capacity) and the other as standing for "America". Marco Fazio of the Alfa Romeo Documentazione Storico confirmed on the Spettacolo Sportivo in September 2011 that "America" is the official type name. The GTAm was initially built by Autodelta and was based on the US version of the 1750 GTV (Tipo 105.51) which was fitted with a SPICA mechanical fuel injection system to meet US emissions regulations. The GTAm used the extra full throttle power which the injection system could develop for racing. Some GTAm's were converted from European spec carburettor induction 1750 GTV's (Tipo 105.44) and retrofitted with the injection system. The chassis are therefore numbered randomly from the ranges assigned to Tipo 105.51 and Tipo 105.44 cars (the chassis numbers do not start with 105.51 or 105.44; the chassis numbers were separate from the Tipo numbers in the 105 and 115 series Alfas). The customer had to either buy a 1750 GTV at the factory or use an existing car. The car would be shipped to Autodelta to be converted to a GTAm (which was available in various levels of tune to suit various rules and classes of competition). Besides the cars built by Autodelta, some racing teams and private workshops ordered parts from Autodelta and other tuners and assembled the cars themselves on a new or existing bodyshell. Because of this, and of the lack of a specific chassis number series, the total number of GTAm's built is difficult to verify. According to sources, a total of some 40 were built by Autodelta and other racing workshops. As in the GTA and GTA 1300 Junior, the engine had a special cylinder head with twin spark plugs per cylinder in contrast to the standard car's single plugs, but this time the head was to a new design having a much smaller included angle between the valves than in previous Alfa engines. The original 1750 engine block was used, and by inserting a monosleeve instead of four individual cylinder liners, the capacity was enlarged from the standard 1779 cc to 1985 cc and later to 1999 cc. The GTAm (1969–1971) could produce up to
Unlike the GTA and GTA Junior, in which all the outer body panels were made of aluminium alloy instead of the standard car's steel, the GTAm retained the standard steel body modified with some aluminium and/or plastic parts. Because of an increased minimum weight in 1971 (up from 920 to 940 kg), the GTAm's had less need for lightweight body parts. For a clearer understanding of how the GTAm was built you need to check the competition rules in the period the GTAm raced, i. e. the FIA rules for 1970/71/72 plus homologation FIA 1576 Group 2 document. The twin spark engine for the GTAm was first homologated using FIA 1576 G2 variation 3/2V 1st Jan 1970. In 1972 FIA rules changed and the GTAm could not race with aluminium doors and boot lid in FIA events.