Issue 289 March 2020 £4.99

ALFA GIULIA GTA

FIAT PANDA AT 40 YEARS: BIRTH OF A RATIONAL ICON

BIG LANCIA LOVEGAMMA, TREVI & KAPPA

THE STRADALE THAT WENT RACING

DE TOMASO MANGUSTA & PANTERA: FORGOTTEN SUPERCARS

FERRARI PININFour-door fab

MASERATI 6CMJunior racing champ

ARES PANTHER21st century Pantera

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* No 1 out of 180 Fiat, Alfa Romeo and Chrysler Jeep dealers for customer satisfaction in the UK. Oct-Dec 2018

* No 1 out of 165 Fiat, Alfa Romeo and Chrysler Jeep dealers for customer satisfaction in the UK. July-Sep 2018

* No 1 out of 165 Fiat, Alfa Romeo and Chrysler Jeep dealers for customer satisfaction in the UK. April–June 2018

* No 1 out of 165 Fiat, Alfa Romeo and Chrysler Jeep dealers for customer satisfaction in the UK. Jan-Mar 2018

Alfa Giulietta Jtdm-2

Business Edition Tct. 42,431 miles.

Alloys Air con, E/W, Sat nav,

low annual road tax. Price: £7,495

Alfa Romeo Giulia V6 Biturbo Quadrifoglio

An excedingly high spec (Current List of £73,133), Carbon grille, mirror

covers /door sill accessories. Competizione red/black leather Active cruise

control and red brake calipers. 6,100 miles. Price reduced: £47,495 £42,995

Alfa Romeo Mito T Lusso

Alfa red /black cloth. Air con, E/W,

Alloys, Reverse parking sensors,

FSH. 103,510 miles. Price £2,795

Alfa Romeo 147 V6 24V GTA

Extensively refurbished by Monza. Black leather. Just completed a major

service including cambelts and water pump, Front and rear discs and

pads.127,598 miles. Price: £9,995

Fiat Tipo Easy Plus

18,610 miles. Great value estate car.

Air conditioning, Alloy wheels.

Price: £7,870

Fiat 500 Lounge

Alloy wheels, Air conditioning,

Bluetooth, Panoramic glass roof.

21,242 miles. Price £7,385

What a joy it’s been to get behind the wheel of a Fiat Panda again this month. With the Mk1 Panda turning 40 years old this month, I had theperfect excuse to reacquaint myself with the original – and some might say best – Panda.

In fact, I’d argue that the Panda Mk1 is one of Fiat’s all-time greatest cars. Everythingabout it is focused on being practical, rational and straightforward. There are absolutelyno frills but everything about it exhibits cleverness, while Giugiaro’s design is asymphony of simplicity.

You can read all about why we think the Panda is so great in Andy Heywood’s featurestarting on page 34. I have to thank Andy for letting me, for the first time ever, drive atwo-cylinder Panda 30 (the main reason being the ‘twin’ was never sold in the UK). What a pleasure! This is probably the quintessential Panda: pared down and pure. I’m feeling a lot of love for it.

Although the current Panda Mk3 is no longer terribly popular in Britain, it continues to beItaly’s sweetheart. We’ve just got the Italian sales figures in and no fewer than 138,000 weresold in 2019 on the home market. That’s about in one in 12 of all new cars sold in Italy,which is somewhat astonishing.

And the Panda is still making headlines, as you can see in our news pages this month,because the current model is about to become the first-ever hybrid Fiat. It may only be a‘micro’ hybrid (using a simple belt off the starter motor) but it’s the start of a major movetowards electric power at Fiat, which will get a big boost in March when the all-new Fiat 500full-electric model arrives at Geneva. I really can’t wait.

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Contributors Peter Collins, Richard Heseltine,Andy Heywood, Martin Buckley, Peter Nunn,Simon Park, Steve Berry, Simon Charlesworth,Mike Rysiecki, Tim Pitt, Richard Dredge, BryanMcCarthy, Richard Betts and Phil Ward

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Auto Italia is brought to you by a group of journalistsand photographers united by a passion for Italiancars. Contributors to this issue include:

CONTRIBUTORSChris Rees

Editorchrisrees@auto-italia.net

Chris Rees Michael Ward Claire Prior Phil Ward Richard Heseltine Andy Heywood Steve Berry Richard Dredge Elvio Deganello Ed McDonough

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CONTENTS

MARCH 2020

14 FERRARI 812 SUPERFASTSteve Berry’s quirky take on Ferrari’s beastly V12

20 DE TOMASO MANGUSTA & PANTERAMisunderstood mid-engined pioneers

28 PANTHER PROGETTOUNOReborn Pantera based on a Lamborghini

34 FIAT PANDA AT 40Celebrating Giugiaro’s classless masterpiece

42 ALFA ROMEO GIULIA SPRINT GTAIncredible GTA Stradale with a racing past

48 FERRARI PININWhy Pininfarina’s four-door Ferrari never made it

54 LANCIA TREVI, GAMMA & KAPPAThree big Lancias from the 1970s, ’80s and ’90s

62 MASERATI 6CMThe ‘junior’ racer that couldn’t stop winning

70 SEVEN CONCOURSAmazing Ferraris and more in the desert

74 COPPA DELLE ALPITough rally through four Alpine countries

76 ZAGATO CENTENARYFine Zagatos on show in Brussels

80 BOOKSHELFLatest Italian car titles reviewed

ISSUE 289FEATURES14

06 NEWSFiat enters the hybrid era

92 CLASSIFIEDSFind your perfect Italian car here

98 OBSCURATIMichelotti’s very first effort for Triumph

REGULARS

SUBSCRIPTIONS

20

62

54

SAVE! SEE PAGE 69 FOR DETAILS

28

34

42

ITALIAN CAR NEWS

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FCA & PSA Sign Merger Deal

Fiat Chrysler Automobiles (FCA) and PeugeotSA (PSA) have formally agreed to merge. Thenew combined company will be the fourthlargest global car maker by volume (8.7million units) and the third largest by

revenue (£145 billion).PSA’s Carlos Tavares and FCA’s Mike Manley signed

the final agreement, creating a 50/50 merger thatwill deliver around £3.2 billion in savings with noplant closures expected. FCA’s John Elkann will beGroup Chairman and PSA’s Carlos Tavares will beGroup CEO. The new company is expected to beformed in early 2021.

The merged company will comprise multiple brands.PSA owns Peugeot, Citroen, DS, Opel and Vauxhall,while FCA includes Alfa Romeo, Chrysler, Dodge, Fiat,Jeep, Maserati and Ram.

Full details have yet to be confirmed, but PSA/FCAhas said that more than two-thirds of its productionwill be focused on just two platforms: small andcompact/mid-size. These are likely to be PSA’s CMPand LMA2 platforms, which are already capable ofreceiving conventional, hybrid and full electricpowertrains. Each platform will account for aroundthree million cars annually.

HYBRID ERA ARRIVES AT FIATFiat has launched its first ever hybrid models withthe 500 Mild Hybrid and Panda Mild Hybrid. The citycars are fitted with new petrol micro-hybridpowerplants, in the form of a 1.0-litre three-cylinderFireFly engine combined with a 12-volt Belt-integrated Starter Generator (BSG). Peak power is70hp at 6000rpm and torque is 92Nm at 3500rpm.

The BSG is operated by a belt that also drives theauxiliaries. The system recovers energy duringbraking and deceleration, storing it in a lithiumbattery. The electric charge is used to restart theengine in Stop&Start mode and to boostacceleration. Compared to the outgoing 1.2-litre69hp petrol engine, the mild hybrid versionimproves fuel efficiency and reduces CO2 emissionsby up to 30 per cent.

A six-speed manual transmission is standard, andthe petrol engine can be switched off by shifting intoneutral at speeds below 18mph. The power unit alsosits 45mm lower, giving the car a lower centre ofgravity, with car benefits for on-road behaviour.

The 500 Mild Hybrid and Panda Mild Hybrid arrivein a ‘Launch Edition’ that’s recognisable by its‘Hybrid’ and ‘H’ logos. A new Dew Green colour is onoffer, while the trim is made from Seaqual, arecycled plastic material.

The new models arrive in UK showrooms fromFebruary (500) and March (Panda). Meanwhile an all-new Fiat 500 with full-electric power will debut at theMarch 2020 Geneva Show.

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Maserati is reviving its Royale badge – last used for the QuattroporteIII of 1986 – with a new limited edition. The Royale will be offered onall models with V6 engines: Quattroporte, Levante and Ghibli.

The Royale special series is available in two unique colours, BluRoyale and Verde Royale, while bespoke wheels are also fitted.Royale interiors are based on GranLusso spec, with leather or Pieno Fiore two-tone leather, high-gloss inserts and a ‘One of 100’

plate. Also standard are a Bowers & Wilkins hi-fi, electric sunroof, privacy glass and Cold Weather, Premium and DrivingAssistance Plus Packages.

Only 100 examples of the Royale will be produced. The firstdeliveries are scheduled for March 2020, with prices starting at£78,900 for the Ghibli, £85,300 for the Levante and £103,150 for the Quattroporte.

MASERATI REVIVES ‘ROYALE’ BADGE

Lamborghini promises that its new Rear-Wheel Drive (RWD) version of the HuracánEVO will be “an instinctive driver’s car”.

The familiar V10 engine offers lesspower and torque than the all-wheel driveEVO, at 610hp and 560Nm. The RWDweighs in at 1389kg, some 33kg less thanthe regular Huracán EVO, and has a morerearward-orientated weight distribution of40/60 front/rear. The top speed of201mph is the same as the AWD modelbut the 0-62mh time is 0.4 seconds

New design features differentiate theRWD from its 4WD stablemate: a newfront splitter, vertical fins within larger,framed front air intakes, and a rearbumper in high-gloss black incorporating a unique diffuser.

Stefano Domenicali, Chairman ofLamborghini, says the RWD offers,“unfiltered feedback and an emotive andmore engaging driving experience”. Pricesstart at £165,000 and the first customerdeliveries begin in spring 2020.

slower at 3.3sec. The traction control system is specially

tuned to deliver torque even when the car isdrifting. The new system is claimed toimprove smoothness by 30% compared tothe old Huracán RWD model, corner-exittraction by 20% and oversteer by 30%.

The electro-mechanical steering is alsotuned specifically for RWD, while 19-inchKari rims with specially developed Pirelli PZero tyres are standard and 20-inch rims areoptional, as are carbon-ceramic brakes.

LAMBORGHINI HURACÁN EVO RWD DEBUTS

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NEWS

LAMBORGHINI SALES UP 43% Lamborghini posted strong sales growth in 2019, up43% from 5750 cars delivered to 8205. This is itsninth year of growth in a row and an all-time salesrecord. The Urus was the main boost over 2018,selling 4962 units, while the Aventador sold 1104units and the Huracán 2139.

All regions set new sales records, withEurope/Middle East/Africa up 28%, America up 45%and Asia Pacific up 66%. With 2374 units, the USAremains the largest single market, followed by China(770), UK (658) and Japan (641).

FIAT PANDA REMAINS ITALY’S FAVOURITEThe Fiat Panda retained its position as the number one best-selling car in Italy.It sold a total of 138,000 units in 2019, up 11% compared to 2018. This was thePanda’s eighth year in a row in the top slot.

The vast majority of Pandas sold – some 110,000 – were petrol-engined. That may change in 2020, as the new Panda Mild Hybrid model is now on sale. In the number two slot in Italy was the Lancia Ypsilon, which sold over 58,000units in 2019 (a growth of 21%).

SUVs also took more top 10 slots in Italy this year. In third place came the DaciaDuster (43,000) and in fourth was the Fiat 500X (42,554), while Jeep saw twomodels in the top 10 for the first time: the Renegade (sixth) and Compass (tenth).Despite the success of these models, FCA’s overall market share dropped to itslowest-ever level at 14.9%. Other top 10 sellers in Italy included the Renault Clio,Citroen C3, Volkswagen T-Roc and Toyota Yaris.

ELECTRIC GIULIA GT TO DEBUT AT FOSAn all-electric ‘restomod’ version of the classic AlfaRomeo Giulia Sprint GT will make its world debut inBritain. Called the GT Electric, it will be unveiled atthe Goodwood Festival of Speed (9-12 July).

The project is by Venetian company, TotemAutomobili. It started with a standard Giulia Sprint GTbut has kept only 10% of its original components. Thechassis has been reinforced with a bespoke rollcagethat boosts torsional rigidity, while adjustabledampers are also fitted.

Newly designed 17-inch alloy wheels are inspired bythe 1960s Alfa Romeo 33 Stradale, fillingwheelarches that have been flared by 18cm. Theoriginal Bertone shape has been radically reworkedwith new carbonfibre panels.

The interior boasts a classic-style format butbenefits from a new display housing a moderninfotainment system and a digital instrument panel.

Totem has swapped the petrol engine for anelectric motor capable of developing 525hp. Thatshould enable the GT Electric to accelerate from 0-62mph in 3.4 seconds. The battery pack weighs350kg and is claimed to offer a range of 160 mileson a single charge.

REBORN DAYTONA ‘WRECK’ UP FOR GRABSA Ferrari 365 GTB/4 Daytona that has not been on the road since 1974 is to beoffered for sale. Chassis number 14273 is a right-hand drive, UK market examplewith pop-up headlights, originally collected from the Ferrari factory in May 1971.

In 1974, the car was involved in an accident, and in rescuing the car, chains werewrapped around the body, causing a lot of extra damage. The wreck was sold tosomeone wanting to build a 365 GTS/4 Daytona Spider recreation, the roof beingcut off and discarded.

However, the car was stored for nearly 30 years before being acquired in 2006.Since then it’s undergone a ground-up rebuild, including extensive repairs to thechassis, a genuine Scaglietti front section and new body panels to return it to itsoriginal Berlinetta configuration.

The 100% complete, but partially finished, project is now up for sale, includingmany boxes of parts. The original speedometer reads only 26,117 miles. The car isbeing sold on the Collecting Cars website (www.collectingcars.com).

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NEWS

PININFARINA CELEBRATES 90 YEARSFounded by Battista ‘Pinin’ Farina, the Italian automotive brand Pininfarina celebratesits 90th birthday in 2020. A new logo has been created for the occasion, featuringthe number ‘90’ and the traditional colours for the brand: blue, white and red.

Several 90th anniversary celebrations are being promised for 2020, with events inMilan, Turin, Geneva and China. Perhaps the biggest, though, will be in the US. Thefirst is in August at the Concours d’Elegance Pebble Beach, where three specialclasses will be set aside for Pininfarina cars; the second is in December in Miami withan event during design week.

The Alfa Romeo Museum in Arese, Milan is tocontinue a series of events started in 2019,revealing hidden parts of its collection. Oncea month throughout 2020, one item normallykept in storage away from the public will beshown at events dubbed ‘Backstage’.

December 2019 and January 2020 saw themuseum bring out its unique armoured Alfa6 (built for Pope John Paul II's visit to Milan),

a 164 Q4 transformed into a pick-up truckfor use at Alfa’s Balocco circuit, a 1900 M'Matta' used in 1967’s ‘Brotherhood andPeace Raid’, a camouflaged Giulia prototypefrom 1959, Giugiaro’s Alfa New York Taxi andthe Tipo 103 prototype.

Once a month in 2020, one item will go onshow. Highlights of the 2020 calendarinclude: 16 February – Diva concept car;

15 March – 916 Spider single-seat concept;19 April – 164 Q4 cross-section; 17 May – F3single-seater; 21 June – 20/30 ES; 19 July –Alfetta F1; 30 August – 415 T F1 turbo; 20September – 33 Hybrid; 18 October – ALFAcompressor; 15 November – Arna.

All Backstage events are free, included inthe entrance ticket.More info at museoalfaromeo.com

ALFA MUSEUM UNVEILS ITS BACKSTAGE SECRETS

Richard Melvin has annouced that new retro ‘TH’ style rims are now available in sizes from 13 to 16 inches. This classic-style wheel is designed to be fitted to many Alfa Romeos and other Italian cars.

The rims can be ordered in any PCD, offset, ET and width by request as well as numerous colour options. There is currently a limited stock of silver 7J x 15-inch 5x98 ET25 (illustrated on the above) available off-the-shelf at EB Spares for the Alfetta GTV6/75.

Other options and performance upgrades are available through Chris Snowdon Racing or by contacting r.melvin@tiscali.co.uk

CLASSIC WHEELS FOR ALFETTA GTV & 75

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NEWS

£110,000 FERRARI BROCHUREBREAKS RECORDA rare Ferrari brochure from the 1950s has set a newauction record, selling for 127,600 euros. Lot 799 of theNi-Cola Classics auction in Ladenburg was an English-language Ferrari 250 Europa brochure from 1954.Although it has only four pages, it is extremely rare, asreputedly Enzo Ferrari didn’t like the design and hadthem destroyed. The US buyer remains anonymous.

GET YOUR FREE ABARTH DECALAbarth owners can personalise their car with a newexclusive sticker for free. By visitingwww.abarthdriver.com you can enter your name andchoose one of 16 flags to recreate rally-style namingset-ups on your own Abarth, free of charge. There is achoice of 13 national flags, a chequered flag orscorpion decals. Hurry, though: you have until 30 March2020 to claim your personalised Abarth name sticker.

NEWAUSSIEEVENTA new charityevent for Italiancars is being run inAustralia. CalledAutobella, it’s billedas an “Italianautomobilefestival” and is tobe held on 23February 2020 inMelbourne. Thenominated charityis Deaf ChildrenAustralia.

SPARCO WINS AUTOSPORT SHOW AWARDItalian motorsport product manufacturer Sparco haswon first prize in the Product Showcase Awards at theAutosport International show in Birmingham. It wonfor its QRT (Quick Resin Technology) racing seattechnology, which is developed from aeronautics andlowers seat weight by 25-30%. Sparco’s new 2020catalogue is 80% upgraded, including racing suits,shoes and Sparco’s first electric scooters.

FERRARI MUSEUMS SET NEW RECORDS Record numbers of visitors over 600,000 – attended Ferrari’s museums in 2019.Representing a 12% increase on 2018, both Museo Enzo Ferrari in Modena and theFerrari Museum in Maranello broke new records. Maranello’s first exhibition of2020 is Ferrari at 24 Heures du Mans, celebrating 70 years of Ferrari at Le Mans.The new show flanks two existing exhibitions: 90 Anni (Scuderia Ferrariretrospective) and Hypercars (special series supercars).

SPRINGING FORWARD. . .New from Sudshop: Fast Road Spring Kits.These new uprated spring kits offer aprogressional 30% increase in stiffness whichwill give improved handling and feedbackwithout being too extreme. They can be usedwith standard or uprated shock absorbers andwill lower your Sud 35/40mm depending oncondition/stiffness of the suspension bushes.The SUDSHOP Standard Spring Kits have beenmade to replace old, worn, tired originalsprings but are standard in height and havebeen made to the original factory stiffnessbut with a little bit of modern technology. Formore information visit: www.sudshop.co.uk

ALL ITALIAN CAR MEETSThe new season of All Italian breakfastcar meets has been announced. Heldat the Departure Lounge Cafe nearAlton in Hampshire (GU34 4BH), fourdates have been confirmed for 2020: 4April, 6 June, 1 August and 3 October.All Italian cars are welcome and entryto the event is free.

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Last of the Superfasts?Steve Berry gives us his typically unconventional take on whatmight very well be the very last naturally aspirated V12 Ferrari ever

Story by Steve BerryPhotography by Michael Ward

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When Mike Tyson emerged from CusD’Amato’s Boxing Academy deep inthe Catskill Mountains of New YorkState he looked… different. In aheavyweight world of fancy Dans,

Mike was strictly old school. Marine Corp buzz cut.Black shorts. Black boots. No socks. No robe. But hedid have a nickname: Iron Mike. Many of those whofaced him and got hit with one of those vicious uppercuts believed that, rather than mere flesh-and-bone,they’d been hammered with something forged in thefiery furnace of a blacksmith.

Old school is what the Ferrari 812 Superfast is. If youstick the name ‘Superfast’ on your quarter-of-a-million-pound car – in a world where £60k buys you a four-doorAlfa with 510hp, a sub-four-second 0-60 time and a topspeed in excess of 190mph – then you’d damn wellbetter deliver. So does it? Is the 6.5-litre V12 Ferrari812 truly superfast? Or should Ferrari have left it simplyat ‘812’: a numerical portmanteau of 800 horsepowergenerated from an engine with 12 cylinders?

Well, if you’ll pardon me paraphrasing theadenoidally-challenged Lloyd Grossman, let’s examinethe evidence (I was on Through The Keyhole – theytook away my three-seater mid-century modern sofaand stuck in a settee made from the back end of anAmerican car which was ugly and uncomfortable).The numbers that come attached to an 812Superfast are impressive: 800hp, 529lb ft and 6.5litres of V12. No turbos. No superchargers. Nosneaky electric motors whirring into action at a road-speed predetermined by non-human intelligence in alaboratory. Fancy breakfast at Claridge’s, lunch at anAutogas and pre-dinner vinyl sunsets at The Byblos inSt Tropez? Then you’ll be wanting a super GT, a carthat says to the world, “I like to be comfortable but Ialso like to have fun – oh, and I’m very wealthy”. It’s acategory that Ferrari invented, so you’d expect it tobe good at it. These days, though, there’s rather morecompetition from the likes of Mercedes, Bentley,Aston Martin and – oddly – Rolls-Royce.

In 1954, Ferrari debuted a grand tourer at the ParisSalon called the 250 GT Europa with a naturally-aspirated V12 engine producing 220hp, rear wheel-drive and a top speed of 140mph. That made the Ferrari250 GT Europa not just the prettiest but also thefastest thing on four wheels. Ferrari has beeneffectively making the same thing – namely a grandtouring V12 – in the same factory since 1954. Havingsaid that, those who know much more of the industrythan I do say the 812 Superfast is the last of its kind: agood old-fashioned, naturally aspirated, unpasteurised,suck-squeeze-bang-blow. Top speed 211mph, 0-62mph

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three hits by Five Star in 10 seconds. But when youwant it to be, it’s a beast.

The memory that’ll pop into your head unbiddenwhen you’re dazed and confused in an Ikea on a BankHoliday Monday is the first time you got brave andpushed the needle all the way round to the red sector.Previously you’d thought you were Bond material(James, not Basildon) when you hit 3500rpm, at whichpoint the motor is making 80% of its available torque –and for some that will be enough. But no, you’vedecided to find out what happens when you keep yourright foot firmly planted and it gets round to 8500rpmand peak power. Now the horizon comes at you so fast– in fact, Superfast – that you hear ‘Engage Warp Drive,Mr Sulu’. It’s sci-fi movie fast.

The seven-speed dual-clutch transmission is sospectacularly competent that you wonder whyeveryone used to make such a fuss over the gatedmanual. Only kidding folks, but seriously, the seven-

speed transaxle is so efficient, so precise and soenjoyable that you use the paddle-shift in the sameway you might find yourself going in the sparebedroom and switching the light on: just to makesure it still works.

Of course, no great movie is complete without akiller soundtrack and the 812’s makes Tarantino soundcloth-eared. Buying an aftermarket exhaust for the812 – there are a plethora – would be like turningvegan and not telling everyone that you’d turnedvegan: you’d be missing the point.

At some stage, you’ll be wanting to travel lesssuperfast (do let me know if that becomes annoying)and will have the pleasure of using those carbon-ceramic brakes, the discs for which are the size ofgarden trampolines. If the 812 were an athlete, it wouldbe Usain Bolt slowing down as he crosses the finishingline and making it all look utterly effortless.

Some have dared asked the question, “Is the 812

in a scarcely believable 2.9 seconds – pretty impressivewhen you learn that, with a full tank of jungle juice, ittips the scales at 4000lb.

But what truly makes this two-seater worth everyeuro of its substantial sticker price is what happenswhen you’re rolling along at 50mph and you decideto get brutal with the pedal on the right. As fast asyou can say them out loud, the numbers flash by onthe five-inch digital display. Sixty. Seventy. Eighty.Ninety. Past 100mph, I don’t think you’d be able tokeep up with the car.

But the real reason is that this is the most powerfulnaturally aspirated engine ever fitted in a productioncar (did I mention that?). It’s ‘epic’ – there’s no otherword for it. There’s nothing between you and thatglorious engine, no wheezing pumps or whining bellowsto force in the fuel-air mix; just an instantaneousresponse, a symphony of revs and an ocean of urge.

You can go as fast by nailing a brace of turbos to a

V8. I know this, you know this, and better than any ofus, Ferrari knows this. But because Ferrari has beenputting V12 engines in the front of its road cars(actually this one is located behind the front axle,making it technically front-mid-engined) sinceBlackpool and Bolton were the ‘glamour’ sides inEnglish football, no one understands the complexcharacter of a V12 better than the men fromMaranello. A V12 is a rare and exotic animal: almostschizophrenic in operation, it should be silky smoothand near-silent at urban speeds, yet also make gooduse of its inherent balance to rev high and hard. If itdoesn’t offer a unique driving experience, why bother?

It does. It’s utterly docile when you want it to be,offering no complaint, no jerkiness, no ham-fistedgrabbing of gears, no unwanted squealing of rubberwhen it might frighten the horses, and no nasty orangewarning lights on the ring road at 10.30 on a wetWednesday morning when you’re trying to remember

“ The engine is epic... instantaneous response, a symphony of revs and an ocean of urge ”

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FERRARI 812 SUPERFAST

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Superfast too fast for its own good?” (Don’t worry, I’mnot going to.) Also whether this kind of performanceimpinges on its professed purpose as a grand touringcar – hard to enjoy the view when your eyebrows areon fire; that sort of thing. I can’t think why they mightthink that. This car’s owner – yes, the car I’m drivingdoesn’t come from the press fleet, it’s a friend’s – isimpressed by its ability to apply its 800hp, andparticularly complimentary about the seven-speedgearbox, echoing the sentiments of others that itdoesn’t suffer from the absence of an eighth ratio – infact, it might just be the best of its kind fitted to anycar, ever. He did, however, have two criteria that thecar had to conform to. First, he had to be able to makephone calls in crystal clarity at three-figure cruisingspeeds. Second, after a drive he had to be ready rightaway for fondue and frolics, rather than a lie down inthe dark with a damp flannel across his forehead.These, rather than the sweaty-palmed meanderings ofmotoring journalists, are the real reasons people buyor don’t buy a car like the Ferrari 812 Superfast. Itpassed on both counts.

Look at road tests in other magazines these daysand ‘Matt’ (they’re all called Matt now; it used to beTim) wants to thrash it round the Nürburgring. That’s abit like using a Christian Louboutin to knock a nail intosome linoleum in your kitchen: you can do it, but it’snot really what it’s for. And if you’ve got £300k for an812 Superfast (yeah, the start price is more like £250kbut no one buys a base model, seriously, no one), thenyou’ve probably already got something with the enginein the middle that sounds like a Typhoon in verticalclimb afterburner mode.

The very first Ferrari I ever drove was a 1973Daytona. It had lived a hard life: the stitching on theblack-and-tan leather seats was unravelling, therespray looked like the one done on that Alfa GiuliettaSpider in Day of the Jackal, and when it reluctantlyfired up, it ran on maybe 10 of its 12 cylinders. Despiteall that, it was an utterly thrilling experience. A V12Ferrari with the engine at the front and the drive at theback will always be something very special. The 812Superfast might be the last car Ferrari makes this way,but it might also be the best. III

This may be a grand tourerin the finest traditions butit’s also an absolute beastwhen you want it to be

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at it as the Mangusta – namely that it was hastilyconceived and underdeveloped.

But what are our pair of Modena-made icons like toown, and to drive? Let’s find out.

It feels like man the wonderfully affable JohnBraithwaite was destined to own a Mangusta. “I sawone at the 1968 Racing Car Show in London and got thebrochure. I even arranged a test drive, butsubsequently cancelled it. In 1985, I saw this Mangustaadvertised in Motor Sport magazine. It was with DeTomaso in Modena and I flew out with the chairman ofthe club to see it. We briefly met Isabelle de Tomaso(who later became a friend). Eventually the car wasdriven back to the UK.”

That explains why it’s a left-hand drive car, but that’sno bad thing, says John. “Only eight Mangustas weremade with right-hand drive, but according to the BritishDe Tomaso importer, Mario Condivi, the Mangusta didn’tconvert well to right-hand drive.”

John is no stranger to Italian supercars. “I owned aLamborghini Miura for 20 years but to be honest, it’sthe De Tomaso that I preferred to drive. I’ve beeneverywhere in it. It’s so much easier to drive than theMiura, and less fragile. The Mangusta is much rarer, too– there are maybe 10 in the UK.”

De Tomaso fitted the Mangusta with a Ford small-block 5.0-litre V8. Says John: “It’s a myth thatthe Mangusta had the 289 cubic inch (4727cc)engine. Apparently they were all 302ci (5.0-litre) V8s– apart from one single Chevrolet-engined examplebuilt for Bill Mitchell.”

We ask to inspect the engine, highlighting one ofthe most dramatic design features of any car. Twinsplit rear doors lift up, gullwing-style, from a centralhinge bar. Jaw-dropping it may look, but it seriously

The Mongoose & The Panther

True pioneers of Italy’s emerging supercar scene, this pair of mid-engined De Tomaso V8s are, byreputation, absolute animals to drive. We find out – and ask if they’re merely misunderstood

Story by Chris ReesPhotography by Michael Ward

Think ‘Italian supercar’ and the badge you’llconjure up in your mind will surely have aprancing horse or raging bull on it – possiblyeven a Trident. It’s highly unlikely to have a‘T’ overlaying the blue-and-white flag of

Argentina. But the De Tomaso marque – whose founderAlejandro de Tomaso was Argentinean – arguably has aback catalogue that’s worthy of supercar royalty.

After all, De Tomaso was almost – after Matra – thevery first company in the world to launch a mid-engined road car, with the 1964 Vallelunga. It was alsofirst to market with an American V8-powered mid-engined road car, the 1966 Mangusta. Meanwhile, thePantera remains one of the most iconic Italiansupercars of all time, and probably the longest-lived,surviving for 23 years from 1970 until 1993.

It’s De Tomaso’s Mangusta and Pantera that we’refocusing on here: two Ford V8-powered legends thatare pioneering, iconic and delectable, but sadlymisunderstood. Iconic? Truly so – and from manystandpoints, not the least their outstanding designboldness. Both cars came out of the Ghia studio (inwhich Alejandro De Tomaso had acquired a majoritystake in 1963). The first, the Mangusta, was GiorgettoGiugiaro’s first ever design for Ghia, and his first evermid-engined car, reputedly done on his kitchen table athome. The Mangusta was launched at the November1966 Turin Motor Show. Priced at a competitive$10,950 in the USA, it attracted around 400 customersin a production life that spanned 1967 to 1970.

The Mangusta set things up perfectly for itssuccessor, the Pantera, which arrived in a blaze ofglory in March 1970. Here was another designmasterpiece, this time from the hand of TomTjaarda. Having Ford sell the car through its dealersin the US led to the Pantera becoming a best-sellerin America, despite similar criticisms being levelled

MANGUSTA:MISUNDERSTOOD?

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obstructs your view out of the back, inspiring John tofit a tiny camera above the rear number plate to actas a reversing aid!

The engine bay should have an aluminium coverpanel over it, plus a spare wheel, but John has leftthem off to give a wonderfully exposed engine look. Italso happens to highlight just how little metalworkthere is aft of the cabin.

Around four years ago, while driving in France, Johnnoticed the oil temperature gauge rising and the carconked out at a péage. It turned out that a stone hadholed the radiator, cooking the engine. The powerplantwas completely rebuilt by Johnny Woods, who took theopportunity to increase the capacity from 302ci (5.0litres) to 347ci (5.7 litres) using a stroker kit. Everysingle part of the engine was replaced, except for thesomewhat restrictive intake and exhaust manifolds(retained to make it look original). The old iron headswere replaced with aftermarket aluminium Edelbrockreplacement, which are much lighter and producemore power – a conservative estimate would bearound 300hp. It runs beautifully, with a deep-throated, sonorous burble, endless torque and aneffortless ability to surge you forwards, even if it getspretty loud at full pelt.

This is an impressive-looking machine indeed. SaysJohn: “When l bought the car it was repainted with aVW colour very similar to the original. I did a lot ofresearch to find the actual original metallic blue paintcolour, which turned out to be a Fiat 1970 colour.”

Open the door by pressing the round door buttonand you’re presented with your first challenge: gettingin. The Mangusta is very low (just 1100mm off the

“ Road testers in period cited chassis flex as the reason forthe Mangusta’s snap oversteer. This is in fact incorrect ”

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DE TOMASO MANGUSTA V PANTERA

ground) and while the cabin is wide, it’s also short andlow. Tall people simply don’t fit. Luckily I’m a short-arse, so I squeeze in just fine.

The bucket seats are more comfortable than thoseof most early supercars, even if your knees have tosplay themselves slightly around the steering wheel(which is fabulous, by the way: highly unusual stainlesssteel spokes with a wood-and-leather rim). Thedashboard is resolutely plank-flat but perfectlyfunctional. Ahead of you sit no fewer than eight Vegliagauges and seven organ-style toggle switches.

The car’s very name (Mangusta translates as‘mongoose’) hints at its purpose: the mongoose eatssnakes, for De Tomaso had in his direct line of sightthe Ac Cobra. The Mangusta is that rare thing: a roadcar designed around a racing car chassis – that of theDe Tomaso P70, a stillborn racer from 1964 designedin collaboration with Carroll Shelby. The backbonechassis houses a longitudinal mid-mounted enginewith a ZF five-speed transaxle (the same one as inthe Ford GT40) behind. Among the race-themedelements are rose-jointed suspension and hollowaluminium rear uprights, both in contrast to the laterPantera’s more conventional set-up.

So to the central theme that any review of theMangusta must address: its reputation for poorhandling. John is quick to point out that road testers inperiod found the car would snap oversteer and mostcited chassis flex as the reason. This is in factincorrect. The reason they snapped into oversteer wasbecause the rear suspension bumps into toe-out – avery undesirable thing. This can be completelyeliminated by a modifying the top-link and re-aligning

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the rear suspension so that it bumps neutral, or bumpsinto toe-in. John insists that his (now correctly set-up)Mangusta drives very well indeed.

Certainly I noticed no evilness in the handlingdepartment during my short test drive. The steering isquite low-geared but not too heavy once the car’s inmotion, partly due to a favourable front/rear weightdistribution of 44%/56%. Speaking of weight, theMangusta does feel light on its feet – and it is, at only1185kg with no fluids. As for the ride quality, it’samazingly comfortable for such a low-slung car.

John has had only two real ‘moments’ with his car. “Iwas coming up to the Swiss border doing 90mphthrough a tunnel and came across the customs postright by the tunnel exit. The car did a smoke-filledpirouette in front of the gendarmes – but they let meoff! Another incident was in the wet at a roundabout,causing the steering arm to break.”

Although at first glance the wheels look authentic,they are in fact much bigger than the originals; they’reexacting replicas of the prototype’s wheels made byJonathan Sage of Group 4 Wheels. De Tomaso originallyfitted seven-inch wide front wheels and eight-inchrears; the current ones are eight and ten inches widerespectively. The Goodrich tyres are only 10mm widerthan the originals, though (225/60 R15 up front and275/60 R15 rear).

The front brakes are basically shared with the ACCobra 427 and work very effectively. The meaty ZFgearbox is a joy to use, too, its exposed metal gate hinting at Ferrari sensibilities – even if theMangusta ultimately feels more ‘Dark Horse’ than‘Prancing Horse’.

Most supercars struggle to escape the era in whichthey were conceived. Almost all have a fussiness ofdetail that nails their design to a certain period. That’snot the case with the De Tomaso Pantera. Its shape isgenuinely timeless, largely because it almostcompletely lacks frills of any kind; it’s one of thecleanest supercar shapes ever created. We have the

PANTERA:PERFECTION?

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DE TOMASO MANGUSTA V PANTERA

“Everyone said it wouldn’t suit the car, but it does,”says Johnny. Many Panteras Stateside are modified inextreme ways – and it says a lot for Tom Tjaarda’soriginal design that it can take such modernisation –but apart from the paint, Johnny has resisted thetemptation to take things too far.

Open the bonnet and you get a glorious eyeful of V8,complete with De Tomaso-branded cam covers. A largetray can be fitted over the engine to squeeze someluggage in, but Johnny keeps it out of the car as ittends to rub the paintwork.

It’s time to climb aboard the as-new cabin, whichwas restored by Johnny to original spec, usingConnolly leather. It can be tricky getting in if you’re tall(“Jeremy Clarkson simply can’t fit in,” says Johnny) butagain I feel very comfortable myself. Typically of 1970sItalian supercars, the driving position is offset, withyour feet someway over to the left of the steeringwheel. The seats are comfortable, if not overlysupportive in the thigh area. The air conditioningsystem has been removed, so on a hot day things canget pretty stuffy; one mod Johnny has done is to fitlightweight window winders (borrowed from a Honda).Another is the battery kill switch (“a good ideaconsidering the 1970s Italian electrics!” smiles Johnny),while yet another is the hydraulic handbrake.

Fire the V8 up – it’s a 351 cubic inch (5673cc) V8

late, and very great, Tom Tjaarda to thank for that. Hiswork while at Ghia was the stuff of legend. Looking atit in the glorious autumn sunshine of our photo shoot,it just looks right. Possibly the only ‘frill’ is the grillesjust aft of the side windows, which are non-operational,but otherwise it’s as pure as they come.

Alejandro De Tomaso struck a deal with Ford in theUS to sell his new Ford-powered supercar through Forddealers in the 'States. Some 4000 Panteras wereshipped to the US before Ford shut the door onimports in 1974. It hadn’t all been plain sailing, though,

as dealers were beleaguered by complaints aboutbuild quality, rust and overheating. Indeed, thePantera’s most celebrated owner, Elvis Presley,famously shot his with a gun.

In the UK, perhaps the most celebrated Panteraowner is Johnny Woods, who it would be entirely fair todescribe as ‘Mr Pantera’. He’s an encyclopaedia ofknowledge, as well as the owner of the stunningexample you see here, which is a 1973 GTS that Johnnybought in 1994 at the remarkably young age of 22. “Itwas very rusty but it cost me only £15,000. I thenspent seven years restoring it, teaching myself thingslike upholstery as I went along.”

It’s in absolutely amazing condition. Its lustrous paintis truly amazing, if non-original, being an American hotrod colour called Brandywine, made by House Of Kolor.

“ It says a lot for Tjaarda’s original design that it can takemodernisation but Johnny has resisted the temptation ”

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with iron heads – and you’re greeted with a gruff,purposeful throb, all very muscle car. The exhaust exitsvia four chromed pipes, as per original spec, and thesound emerging from them is just perfect.

The gearbox is a ZF unit but it’s inverted to gainground clearance, and is just lovely to use. Engage firstby moving the aluminium knob over and down to theleft, dogleg style. You instantly feel the 350hp at yourdisposal. For the early 1970s, this was huge power, andit still feels quick today, helped by the Pantera’s lowkerb weight (Johnny’s car actually tips the scales at1300kg with half a tank of fuel – around 100kg lighterthan a standard Pantera).

As with the Mangusta, you approach driving thePantera with respect. In my head is a fervent wish toavoid the ignominy suffered by Quentin Willson, whomanaged to crash a Pantera GT5 at Silverstone whilefilming an episode of Top Gear. Like the Mangusta,the Pantera has much larger wheels than the 10x15items originally fitted. They’re Campagnolo alloys allround: the fronts are 16-inchers, the rears 11x17,fitted with 245/45 ZR16 front and Ferrari F40-sized335/35 ZR17 rear rubber.

It feels very surefooted at the sort of pace I’m taking

the car – unsurprising given that the chassis wasengineered by the legendary racing car designer GianPaolo Dallara. The rack-and-pinion steering iscommunicative, with no kickback to mention. Thebrakes have been upgraded from the original Girlingset-up – which Johnny describes as “appalling” – toWilwood six-piston callipers and they feel very strong.

Given the reputations that precede the Mangustaand Pantera – namely that they were rushed tomarket without proper development – it’s fascinatingto discover that, in fact, these early Italian supercarsare so impressive. No, they may not be the last wordin finesse and refinement, but they are both trulylovely things to drive: genuinely quick, effortless V8torque, lovely gearchanges and, after a few tweaks,effective around corners.

Also in their arsenal of appeal lie crisp design andextreme rarity. Very few Ferraris or Lamborghinis areas esoteric as these De Tomasos. Misunderstood? I think so. The Mangusta and Pantera genuinelydeserve a place in the same supercar pantheon as the Dino, Urraco and Bora. III

Both Pantera and Mangustafeel genuinely quick. Bothalso look amazing todayand are an ultra-rare sight

ENGINE: Ford 4950cc V8 Ford 5673cc V8POWER: 305bhp @ 6200rpm 350bhp @ 5400rpmTORQUE: 411lb ft @ 3500rpm 345lb ft @ 4000rpmTRANSMISSION: 5-speed manual transaxle 5-speed manual transaxle, SUSPENSION: Front wishbones, rear lower wishbones with Double wishbones, coil springs,

top links & radius arms. Coil springs, telescopic dampers & anti-roll bars all roundtelescopic dampers & anti-roll bars all round

BRAKES: Discs all round Ventilated discs all round DIMENSIONS: 4275mm (L), 1830mm (W), 1100mm (H) 4270mm (L), 1830mm (W), 1100mm (H)WEIGHT: 1185kg 1383kgMAX SPEED: 155mph 170mph0-62MPH: 5.9sec 5.7sec

TECHNICAL SPECIFICATIONSMANGUSTA PANTERA GTS

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RETURNOF THEPANTHER

Modena-based ARESDesign has revived the spirit of the De

Tomaso Pantera in anew Lamborghini

Huracán-based creation.We visit the factory to

witness its birth

Story by Elvio DeganelloPhotography by ARES Design

De Tomaso stopped making the Pantera in1993. Almost three decades on, it’s nowpossible to buy a car that evokes thememory of Tom Tjaarda’s brilliant creation:the Panther ProgettoUno. This tailor-made

creation is the product of ARES Design, which isneither a manufacturer nor a tuner but rather acoachbuilder in the traditional sense: one that knowshow to work aesthetic magic in the same vein asAllemano, Fissore and Motto, or perhaps more likeMedardo Fantuzzi, Piero Drogo, Neri & Bonacini andother artisan coachbuilders who worked in Modena inthe 1950s and 1960s.

The main difference between now and then is thattoday no manufacturer offers chassis to be fitted withfresh bodywork, so it is necessary to start fromcomplete production cars. Another importantdifference is that, in the past, forms came out of themind of the designer through his pencil and was fixedin metal to the rhythm of thousands of hammer blows.Today, however, it’s the mathematical magic ofsoftware that helps create the shape, which takesform in the silence of a Swiss clinic-like environment.

What have not changed are the imagination,creativity and mastery of tools and materials neededto turn dreams into reality. ARES’s customers arepeople who already have a collection of cars and want

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something truly exclusive. These connoisseurs valuebeing able to take an active part in the creation of theirvehicles and follow every phase of the process.

Today, just like yesterday, the work of thecoachbuilder centres on customisation, changing anexisting car to improve the aesthetics and/orusability. But in the Panther’s case, customisation isextreme, and the intervention concerns the entirebodywork, which no longer has any element incommon with the original car.

Each project from ARES Design represents achallenge that goes way further than just styling; italso involves engineering. For example, for the PantherProgettoUno that you see here was ordered by thecustomer to evoke the lines of the iconic De TomasoPantera. ARES designers firstly made an analysis ofthe style and layout of the Pantera to identify amodern car with compatible proportions. There wasone obvious choice: the Lamborghini Huracán. At thispoint, the designers and technicians decided how toapply the emotions of the original Pantera bothaesthetically and in technical terms.

Generally speaking, ARES Design’s customers aresuccessful people who know exactly what theywant. Many of them love the retro look of aparticular car that they have in their heart, but at thesame time they want to have the advantages ofmodern cars in terms of performance, comfort,safety, handling and connectivity. That’s why ARESDesign is dedicated to creating new projects underthe ‘Legends Reborn’ banner.

We had the chance to visit the factory where ARESDesign gives birth to these custom cars. You can seeit clearly on your right-hand side on the ring road fromthe Modena Nord motorway exit going towards thecity centre. The first thing that strikes you are thelarge glass walls that allow you to see right inside thefactory, including cars in build and the people workingon them. The absence of visual obstacles between

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PANTHER PROGETTOUNO

Integrated rear spoiler and slatted rear deck boostdownforce. Many De Tomasodesign cues in evidence

such as a laser machine that identifies imperfections inleather and instructs the operator on how and whereto cut pieces of leather for the cabin. Then the workpasses on to the sewing machines, guided by theskilful hand of craftsmen. For certain processes, anamazing machine intervenes to do embroidery work,such as the company's logo with the ARES helmet –the Greek god of war – which appears on the seats.

On the same floor is the painting department, wherethe processes are very traditional: namely spray gunsand drying ovens. After painting, the cars go down aramp to the ground floor, where assembly takes place

on a production line that very much recalls traditionalcoachbuilding. Very different cars are all built in thesame space. The most numerous are Land RoverDefenders waiting to be transformed into ‘dunesupercars’. Then there is a Porsche 911 Targa beingfitted with the mechanicals of a Porsche 911 GT3 RS,and a Bentley Mulsanne waiting for carbon parts totransform it into a coupe. Oh, and a Tesla with its rearend cut away to turn it into an estate.

Then we follow a corridor leading to another wing ofthe factory where we find all the carbonfibre andcomposite autoclave machines. Because of theprocessing requirements of these materials, theenvironment resembles a Swiss clinic more than ever.For now, there are only two autoclaves, but soonanother larger one will arrive.

Next comes the prototype workshop, which isperhaps the most lively and pulsating sector of thecompany. We are overwhelmed by the noise here, but

the outside and the inside perhaps expresses the ideathat the coachbuilder will be able to read signalscoming from the outside world and to understand theevolution of tastes and anticipate customers’ needsbefore they even occur. At the entrance of thefactory, we are greeted enthusiastically by our guides,who are all very young and make us extremelywelcome. It’s clear that the ARES team is living thesame passion for cars that we are.

The visit starts with the so-called ‘Atelier’ on thesecond floor. This is a vast space that looks a bit like aliving room, with large sofas and bookshelves, but also

part-cinema because there’s a big screen where youcan watch videos about past and present ARES Designprojects, as well as virtual animations of new modelsthat are still in the design stage.

Also on the second floor is the office of ARES CEO,Dany Bahar, full of objects and trophies that recall hispassion for cars – and his past at Ferrari, Lotus and RedBull. Born in Turkey and raised in Switzerland, Baharexplained to us why he set up his headquarters here:“Modena is the place where the world's most famoussupercars are born. For this reason there are manysmall artisan companies here, which you can ask tosupply what we cannot create at home. As a matter offact, Modena is a microcosm that makes a system. Italso attracts the best workers in the sector, so it iseasy to find engineers, technicians and the skilledworkforce that are needed to build excellence.”

Going down to the first floor, we find the upholsterydepartment, equipped with very modern equipment,

“ ARES looked at the layout of the original Pantera to finda modern donor. The obvious choice was the Huracán ”

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we can clearly see the skill of the men working, theprecision they have in their eyes to see smallimperfections in the shapes, the dexterity in theirhands to correct them in as short a time asmachines could ever do.

The final part of our visit is to the technical officewhere the scene is perhaps not as spectacular. Insteadof the tools of the past – like drawing boards withdrafting machines, paints and brushes – you see adozen young men in front of as many computers,seemingly playing video games. To see the ‘show’, youhave to get up close and appreciate how real a car canbe that’s currently only in the designer's mind: you canspin it around and look at it from all points of view; putit in a virtual wind tunnel to see the aerodynamic flows;even test-drive the car on a virtual road to verify thateverything works. It's incredible what you can do with acomputer. Yes, it's much less romantic than a drawingboard and pens, but also far more effective.

As for the end result, the ProgettoUno isbeautifully resolved. Aesthetically, the designershave successfully reproduced the elements of theDe Tomaso Pantera that made it unmistakable. Forexample, the black panels behind the side windowshave been modernising to make them fullyfunctional, directly cooling the Huracán engine.Likewise the pop-up headlights, which are made ofaluminium with a carbon coating, the lamps being bi-LEDs that are controlled by a special new unit. Otherelements reminiscent of the original Pantera are thesmall trapezoidal bumperettes and bulging wings(recalling the Pantera GTS).

One of the biggest practical challenges was theneed to move the Lamborghini’s A-pillars backwards,an extremely difficult technical task. That in turnmeans the windscreen, rear and side windows all have to be specially made.

Perhaps an even more serious issue was that the DeTomaso Pantera, like many cars from the 1970s, wasaerodynamically load-bearing, which means the frontend tends to lift off the ground at high speeds. It wasnot easy to solve this problem without using modernaerodynamic appendages, which would have spoiltthe Panther ProgettoUno’s purity of line, but ARESwas up to this not insignificant challenge. Oneexample is the subtle spoiler above the rear window,inspired by the original Pantera. Then there are therear engine lid vents, which not only dissipate engineheat but also act like multiple winglets to generateaerodynamic load. ARES has measured the car’scoefficient of drag at 155mph at 0.324.

Mechanically, the donor Lamborghini Huracán islargely unchanged. The ProgettoUno weighs preciselyone kilo more but performance is boosted by the factthat ARES fits its own Engine Control Unit and stainlesssteel exhaust, so power goes up from 610hp to 650hp,while torque peaks at over 600Nm (442lb ft).

Compared to the donor Lambo, the ProgettoUno is alittle taller (1185mm versus 1170mm) and a little wider(1977mm versus 1930mm). The extra height hasbenefits for cabin space – speaking of which, theinterior is completely transformed. It’s covered inunique carbonfibre panels, with fresh upholstery inNappa leather and Alcantara. ARES has designed itsown carbonfibre seat shells, and the customer canchoose whether to emphasise comfort or sportiness,both in terms of upholstery and the shape of the seat.

ARES will be making just 21 examples of theProgettoUno. If you want one, be prepared to spendaround 600,000 euros on top of the cost of the donorvehicle, and for the transformation to take around 12weeks. For customers looking for the perfectsynthesis of classic style and modern performance,that will be a price worth paying. III

ENGINE: 5204cc V10 POWER: 650hp at 8250rpm TORQUE: 600Nm at 6500rpm TRANSMISSION: 7-speed dual-clutch auto,

all-wheel driveBRAKES: Carbon ceramic discs all round TYRES: 255/30 ZR20 (front)

325/25 ZR21 (rear)DIMENSIONS: 4668mm (L), 1977mm (W), 1185mm (H)WEIGHT: 1423kg (dry)MAX SPEED: 201mph0-62MPH: 3.1sec

TECHNICAL SPECIFICATIONSPANTHER PROGETTOUNO

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Forget your exotica. The real motoring iconsare some of our most simple, everyday cars.Of course, there must be some basicingredients, like intelligent design, friendlystyling, driver appeal and low cost, but the

cars that achieve true iconic status go the extra mile,appealing to all classes, ages and genders. Basically, ifthey become the sort of cars to which people givenames, they’ve made it.

Unsurprisingly, there haven’t been that many overthe years; Mini, VW Beetle, Fiat 500. But I think there isnow another emerging icon, albeit one that is yet totruly achieve its rightful status. It’s the Fiat Panda,which this year turns 40.

Although the official debut was at the Geneva MotorShow in March 1980, the gestation period for the Pandabegan four years earlier. Fiat was in a period of turmoil,with out-of-date models requiring huge investment toreplace and unions strangling an already fragile seniormanagement. It took the unusual decision ofoutsourcing the design of its new base model toItaldesign, where they hoped there would be morepeace and freedom of inspiration than was possibleinside Mirafiori at that time.

Italdesign, the company set up by Giorgetto Giugiaro

CUTECUBE

Exactly 40 years ago, Fiat launched a whole

dynasty with the Panda. Giugiaro’s brilliantly

minimalist design and arigidly practical ethoscreated a classless,

affordable car for theworld. Are we correct tosay the Panda is one of

Fiat’s greatest ever cars?

Story by Andy HeywoodPhotography by Michael Ward

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FIAT PANDA AT 40

Two-cylinder Panda 30 isnow extremely rare. It maynot be quick to drive but ithas bags of character

were to the left on the twin-cylinder cars and to theright on the four-cylinder ones. It was an eccentrictouch but anchored in practicality: the large fan for aircooling was on the left of the engine bay, whereas theradiator for water cooling was to the right.

Then there was the name – Panda – chosen simplyto make it easily readable and pronounceable in avariety of languages. It might just have been calledFiat 141, after its project number, but Fiat hadrecently changed its policy to favour names overnumbers, the first being Ritmo.

Fiat priced the Panda very competitively,undercutting all rivals. It worked, and the car was animmediate success. Not a company to rest on itslaurels, Fiat immediately started a programme ofrevisions to keep the car at the forefront of buyers’minds for the next 23 years.

The first significant new version was the Panda 45Super, launched in October 1982. There were twomain differences: a five-speed gearbox and thedeletion of the metal grille in favour of Fiat’s newcorporate face with five inclined bars. For a while, the30 could still be bought with the metal grille, but ittoo succumbed a year later. New trim packagesarrived as well: L, CL and S.

The next big news was the introduction of the 4x4in 1983. An all-wheel drive version had been plannedfrom the beginning, with a prototype from Italdesignbeing displayed at the 1980 Turin Show. The all-wheeldrive system came from Steyr-Puch in Austria and theengine from the Autobianchi A112 Elite. This 965ccfour-cylinder pushrod engine offered more torquethan the 903cc engine. At just under 10 million lire inItaly, the Panda 4x4 was more than twice the price ofa 45 Super, but owners of traditional 4x4s wereamazed at its off-road capabilities and it became abest seller in mountainous areas.

Probably the largest single revision took place in1986, with the introduction of what the Italians called

and Aldo Mantovani, was flying high. Giugiaro had builthis reputation on a number of high-profile supercarsbut also the more accessible Alfasud and VW Golf. Inthe spring of 1976, Giugiaro began Project 141, as thethen-to-be-named Panda was known by Fiat. Italdesigninitially referred to it as ‘Rustica’ but quickly moved onto calling it ‘Zero’. The implication was that it wasbelow base model. By February 1977, a plaster model,looking remarkably like the finished article, had beencompleted. However, it would be a further three yearsbefore the new car was launched.

Giugiaro surpassed himself. He was quoted in LaStampa in February 1980 saying, “Panda is like a pairof jeans, a simple, practical, no-frills piece of clothing”.Yet this was a car brimming with fascinating stylingtouches, from the two-tone body with plasticised sidepanels to an interior with deck chairs, multiple seatpermutations and – the one that always amuses me –an ashtray that slid left to right on the dash,depending on who was smoking! OK, maybe that lastone was a gimmick, but it was fresh at the time.Sadly, the Panda came second in the 1981 Car of theYear awards (behind the Ford Escort Mk3!) but Giugiarowas awarded the Compasso d’Oro, a premier Italianaward for industrial design.

Mechanically, the Panda was launched with twomain engine options, both from Fiat’s existing arsenal.The Panda 30 used the 652cc two-cylinder air-cooledengine from the 126 Personal, albeit with a fewupgrades to add a heady 6hp, taking it up to 30hp.The Panda 45 used the 903cc in-line pushrod fourfrom the Fiat 127, developing 45hp. In some markets,a version called Panda 34 was also offered using the843cc engine from the old Fiat 850, developing – yes,you guessed it – 34hp. At launch, all models used afour-speed gearbox, although with lower overallgearing on the 30.

Externally there was little to distinguish the twomain models, apart from the metal grille slats, which

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Panda Supernova, driven by the introduction of the newFIRE engine, then being rolled out across the Fiat range.The ‘Fully Integrated Robotised Engine’ was a four-cylinder unit with a single overhead camshaft andtiming belt. In emissions terms, it was light years aheadof the old pushrod units. In the Panda, it was offeredwith 770cc for the new 750 model and 999cc for the1000 and (in modified form) 4x4. It signalled the end forthe air-cooled twin but there were still two specialeditions available at knockdown prices using up the oldengines – the Panda Young with 769cc and a four-speed gearbox and the Panda Dance with the 903ccengine and a five-speed gearbox. Adding in the dieselversion, which was also launched in 1986, this meantthat Fiat offered six engine options in the Panda range,including a 769cc and a 770cc, even though thesewere completely different power units! In 1990, for thefirst time, the manual gearboxes were joined by anautomatic, in the form of the Selecta, using CVTtechnology (of which more later).

Other changes for the Supernova range included alarger instrument panel and higher quality interiorfixtures and fittings. On the outside, the rearwheelarches gained extensions pressed into the metalof the wings to accommodate a wider rear track.

Having given the Panda a new lease of life, Fiat thenproceeded to offer a bewildering number of specialeditions. Probably the most notable were the Sisleyversion of the 4x4 and the Italia ’90 World Cup edition,complete with ‘football’ hubcaps.

There was a final facelift in 1991, externallyrecognisable by a new front grille, aligning the familyresemblance to the new Tipo. There remained a basePanda Young with the old pushrod engine for a while,but it would be the final hurrah. As the 1990sprogressed, new versions were launched with catalyticconverters and single-point fuel injection. The enginefor catalysed versions was upgraded to the 1108ccunit that was also going into Puntos andCinquecentos, five-speed gearboxes had become

1990 saw the arrival of asuper-smooth Selecta CVTautomatic. This example isa real time-warp with only12,000 miles on the clock

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standard throughout, and final versions had WeberMarelli multipoint injection.

The constant development, tireless marketing andcompetitive list prices (which made sure that on thehome market, it was the cheapest new car) ensuredsuccess for the Panda. But as the new millenniumdawned, safety and emissions concerns made it clearthat a complete replacement was necessary.

On 5 September 2003, the last Panda Mk1 came offthe production line at Mirafiori – a Panda Young 1100,burgundy in colour. Total Mk1 production was anincredible 4,491,000 cars. The Mk2 version had alreadybeen launched at that stage and would last until 2012,when it was replaced by the current Mk3.

Unlike some motoring icons, the Panda has remaineda consistent model in Fiat’s line-up since 1980. The trueworth of the Panda may not be realised until the modelhas finally died but its stock as a classic is certainlyincreasing. Even some of the lowlier models are nowbeing restored and pop up at classic car shows. Youcan read about some of the more unusual Pandavariants overleaf but before that, we took two of therarest Mk1 models out to our test track.

The air-cooled Panda was never officially imported intothe UK. I bought this particular example a few yearsago in Italy. I was drawn not only by its condition butalso by the fact that, being from the first series, itrepresented the purity of Giugiaro’s original shape. Icouldn’t remember the last time I had seen a metalgrille model and I fell in love with it.

What I didn’t expect was much of a drivingexperience. It is true that the two-cylinder enginedoesn’t exactly erupt into life. If anything, the startermotor appears more powerful, but once warmed, itchugs away quite smoothly, especially consideringthat this engine can trace its lineage back to themid-1950s. All of the controls are very analogue butwith only slender 145-section tyres to move, thesteering is light and communicative. The four-speedgearbox works well, although that ‘looking for a cog

in treacle’ feel that rear-engined small Fiats have isstill present to an extent.

Out onto the test track and the acceleration issurprisingly willing and a relaxed cruising speed of50mph is easily attained. Mind you, I don’t think I’veever driven round our track with so much time to lookat the scenery before – it needs a track like a microlitedoes a runway at Heathrow – but imagining myselfdriving around a medieval Italian town puts things inbetter perspective. Officially Panda 30 has a maximumspeed of 71mph, which considering it only has 30hpisn’t bad, helped by weighing only 650kg. With thewhole family, including grandma plus a dog in the boot,it may struggle a bit, but solo, it’s actually good fun.

If the way the Panda 30 drives comes as a somethingof a surprise, then the Selecta is a revelation. Myexpectations were low, based on the memory of atraumatic outing in a Punto Selecta, the engine ofwhich seemed to be permanently on the rev limiter.

Officially called ECVT (‘Electronic ContinuousVariation Transmission’) and produced in conjunctionwith Fuji, this belt-driven automatic transmissionuses variable-size pulleys to change the gear ratio,with drive being disconnected using an electro-magnetic clutch. It’s a clever idea, relying on very fewmoving parts and is therefore cheap to manufacture,but I still felt worried.

The key is fastidious maintenance, according to theowner of our featured car, a Fiat aficionado of thehighest order, who told us: “Just select drive, squeezethe throttle and wait for a gentle jolt as drive is takenup before accelerating.” In truth, I found the jolt almostimperceptible and with no fuss, the Panda justaccelerated away. The FIRE engine sounded relaxedwith a turbine-like noise and none of the strain of myprevious Punto. Out on the track, a cruising speed of60mph felt very comfortable and the whole car wasvery civilised. This is an exceedingly low-mileage andoriginal example, and I instantly understood why Fiathad persevered with such an eccentric choice. III

PANDA30

PANDASELECTA

Early metal-grille Mk1contrasts with later plasticgrille version. Utility is firstand foremost but they’reboth good fun to drive, too

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1. Early prototypes lacked window winders;instead the glass dropped down via ultra-simplevertical handles.

2. It took more than a year for the Panda tobe launched in right-hand drive form in the UK(May 1981). The launch price was £2860, slightlymore than a Mini City.

3. Everyone agreed that the name suitedthe cheeky nature of the car – apart from theWorld Wildlife Fund, which complained that Fiathad stolen its symbol. So Fiat struck a deal toenrol all new Panda buyers as members of theWWF for one year.

4. The Panda got a big sales boost withItaly’s scrappage scheme of the 1990s,effectively halving the baby Fiat’s list price.

5. The coverings for seats and parcel shelfon early Pandas were removable so they couldbe easily washed.

6. From 1981, a Tetto Apribile version of thePanda was offered with twin folding fabricsunroofs for open air motoring. The all-whiteBianca special edition also had this feature.

7. When the 4x4 was first launched, it wasonly available in two colours: Verdi Alpi Pastello(drab green) and Grigio Metallizato (metallicgrey), emphasising its utilitarian intentions.

8. Special editions proliferated: in the UKalone, we got the Dance, VIP, Madagascar,Fantasia, Solar, Bella, Sergio Tacchini, Mania, Sky, Pink, Parade, Fizz and Bianca.

9. Fiat’s first full-electric production modelcar was a Panda: the Panda Elettra of 1990-1998. The rear seats were ditched to make roomfor batteries, which bumped weight up by 450kgto 1150kg. Initially it had a 14kW (19hp) motor,rising in 1992 to 17.7kW (24hp). Despite having atop speed of just 43mph and range of 62 miles,it was three times the price of an entry-levelpetrol Panda; unsurprisingly it sold very poorly.

10. In Spain, Seat made its own Panda from1980 to 1986, and with a facelift, the SeatMarbella was made until 1998. When the popevisited Spain in 1982, he was paraded in aspecial open-roof Panda. Seat also made a tall-sided commercial Panda called the Trans.

19. Scioneri created of one of the mostbizarre Pandas of all, the ‘Pazza Panda di Pezza’,or ‘Crazy Rag Panda’. This unique car was madefor the 1990 Turin Show with not only theinterior but also the exterior covered in thatwell-known waterproof material, Alcantara.

20. Little-known coachbuilding firm, Repetti &Montiglio of Alessandria, specialised in armouredvehicles and built armour-plated Panda 4x4s for,ahem, unnamed clients.

21. In 1987 there was a special luxuryedition of the 4x4 called Panda Val d’Isere,named after the upmarket ski resort and onlyavailable in France.

22. The Panda Top Ten was a special editionof 1000 numbered units to commemorate thetenth anniversary of the Panda.

23. The 1987 Shopping FM model, based onthe 1000CL, unsurprisingly came with a radio asstandard but also featured special wheel coversand sides covered in ‘Paglia di Vienna’, a wovenstraw effect. It was sold in France and Germany,but curiously not Austria.

24. Only in 2002 did the Panda 4x4 get free-wheel rear hubs in a model designatedthe Climbing.

25. The Climbing was the very last model ofMk1 Panda 4x4 but the College was the finalversion of all, being launched at the end of2002.

26. The early Panda’s seats could famouslybe rearranged to form a bed.

27. A British-made off-road kit car called theNCF Road Rat was based on the Panda.

28. The Panda Raid, an epic run to Africaopen to Mk1 Pandas, has been established formany years.

29. A special Panda 4x4 meeting took placelast winter in St Moritz.

30. A big international meeting of Pandas hasbeen run since 2017, called Panda at Pandino (atown in the north of Italy).

11. Coachbuilder Moretti started offering itsPanda Rock from 1983: a lovely soft-topconversion of the Panda 4x4 (above). GianniAgnelli was a celebrated customer.

12. Italdesign proposed two ‘concept’ 4x4versions of the Panda at the 1980 Turin Show,both with raised suspension, four-wheel driveand body cladding. The Offroader was ahatchback, while the Strip was a funky soft-topwith longitudinal seating for four in the rear.

13. Italy still teems with Panda lightcommercials, whose rear load area was cleverlyextended using add-on plastic bodywork.

14. The football-themed Panda Italia 90special edition was created for the 1990 WorldCup in Italy. Coachbuilder Maggiora also offereda convertible Italia 90 (below).

15. Coachbuilder Stola built the PandaDestriero in 1992 as a tender for the crew of arecord-breaking boat of the same name. Asecond, dark blue example was made for GianniAgnelli.

16. From 1981, Rome-based tuner Gianninioffered ‘GT’ versions of both the Panda 30 and45, upping power to 36hp and 58hprespectively. Giannini later tuned the Panda 4x4,too, ultimately producing a turbochargedversion.

17. An Abarth-badged Panda was offered inthe early 1980s by Apsica, the Abarth importerfor Spain. It sold an Abarth-branded kit using thesame 70hp engine as the Autobianchi A112,allied to a five-speed gearbox (pic right).

18. Pandas really weren’t meant to beluxurious, but that didn’t stop coachbuilderScioneri offering a plush special called theValentina, with such accoutrements as leathertrim and alloy wheels.

30 THINGS YOU NEVER KNEW ABOUT THE PANDA

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Racing the RoadWe travel to Portugal to meet a real rarity: a road-goingAlfa GTA Stradale with a racing history. What’s more,its provenance is fully known right from day oneStory by Richard HeseltinePhotography by Manuel Portugal

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way for Plexiglas, while the cabin lost all superfluousaddenda including sound deadening.

Mechanically, the existing 1570cc twin-cam ‘four’gained a twin-plug cylinder head with bigger valves,the angle for which was altered from 90 degrees to 80.The cam covers, bellhousing and sump, meanwhile,were cast in magnesium. The ‘new’ engine produced arelatively tame 115hp with a compression ratio of9.7:1, although as much as 170hp was purportedlyavailable. That wasn’t the end of the mechanicalmakeover, either: the five-speed gearbox nowincorporated lighter, drilled cogs and closer ratios (firstextended to 42mph, second to 63mph, third to85mph, fourth to 100mph, and fifth to 125mph). Thiswas heady stuff for the period.

The GTA would go on to enjoy stellar success inthe ETCC, and the Trans-Am series in North America,with the likes of Andrea de Adamich, Toine Hezemansand Jochen Rindt to the fore. The GTA family would intime encompass a substratum of models of differingdisplacements, including the 1300 GTA Junior, thefat-arched GTAm and the blown, Group 5-spec GTA-SA (Sovralimentata). As for the vexed question ofhow many cars were made, it rather depends onwhose estimates you credit. Most history booksclaim 493 of the 1600 version plus 494 1300s ofvarying kinds, but some marque experts claim tohave seen chassis numbers as high as 900 for thebigger-engined GTA. Whatever, the truth, Alfa’ssainted road-racer is a rare beast.

‘Our’ car, chassis #613338, was dispatched fromPortello to the Portuguese Alfa Romeo concessionaireMocar Lda in Lisbon and registered FG-35-68 on 2March 1966. On 1 July of that year, ownership passedto Luiz Passanha, one of the firm’s managers.Anecdotal evidence suggests that gentle pressurewas applied by younger members of his family; giventhat he was close to pensionable age, and notsomeone immersed in motor racing, this would figure.It replaced a Giulia Super which, it seems, was morehis style of car. Passanha did not get on with thepeaky, strung-out GTA, which would explain why hesold it 12 months later.

The car’s second owner, Jorge Soares Mendes, wasfour decades his junior. The engineering student’sfather, businessman José Soares Mendes, hadcampaigned an Alfa Romeo 8C 2300 during the 1930s,

Its arrival is trumpeted from a mile away, perhapsmore if you take wind conditions into account. Thesnap, crackle and pop-pop-pop that fills the air canonly be a classic twin-cam Alfa Romeo four-bangeron the overrun. The Circuito do Estoril – hallowed

ground here in Portugal – is an appropriate backdropfor our photo shoot. Strictly speaking, we’re in the carpark, but this is equally germane given that this is theroad-going version of a track legend; a homologationspecial from a period before the term had even beencoined. This particular Alfa Romeo Giulia Sprint GTAStradale also saw active service in motor sport, and inmore than one discipline. Confused? Don’t be.

The ‘Portuguese GTA’, as some people call thisparticular example, is that rarest of things: a genuineAlleggerita (‘Lightweight’) without any holes in its backstory. Its history is known from day one, and it’s quitea yarn. But then so is the narrative behind how andwhy Alfa’s GTA came into being in the first place, andits place in marque lore. Alfa Romeo bowed out ofGrand Prix racing at the end of 1951 and halted itssports car programme two seasons later. Thenationalised firm didn’t return seriously to frontlinecompetition until late 1964, when the onceindependent Autodelta (né Auto-Delta), run by CarloChiti and fellow ex-Ferrari man Ludovico Chizzola,became the official competition department.

The Giulia Ti Super maintained Alfa’s relevance on-track, playing the plucky underdog to the LotusCortina during Ford’s mega-budget Total Performancecampaign. There were wins, but a new weapon wasneeded if Alfa was to take the fight to the Blue Ovalconsistently in the European Touring CarChampionship and elsewhere.

Enter the GTA, itself based on the Giulia Sprint GTcoupe presented to the world at the September1963 Frankfurt Motor Show. Originally conceived bystudio head Nuccio Bertone as a small-series halomodel, the suits in Arese decided the Sprint GTshould be a mainstream production car instead. TheGTA variant, by contrast, was that bit morepurposeful. The perfectly-proportioned, GiorgettoGiugiaro-penned outline remained much the same,but 273.5kg (603lb) was saved by means of replacingthe outer steel skin – aside from the sills and fillercap – with aluminium (panels were stamped out ofthe original dies). The side glazing, meanwhile, made

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local rallies, some of them organised by the InstitutoSuperior Técnico where he was studying. Then, in 1968,our hero graduated to the big leagues.

The Granja do Marquês circuit was located at theSintra airbase and was first used for racing in 1967. Ayear later, two clubs organised circuit weekends atthe venue: the ACP (Automóvel Club de Portugal) andthe local Sport União Sintrense. The ACP event took

place on 1-2 June 1968, the second meeting a weeklater with Soares Mendes among the entry list. Aswith most airfield-based tracks, the 3200-metrevenue was flat, long and driven clockwise. There werenine bends and two straights, those responsible fordevising the layout taking advantage of most of themain runway plus the apron. Soares Mendes wasdown to compete in a round of the national touringcar series where he was up against an army of fastFords (twin-cam Cortinas and Escorts), Mini-Coopersand Renault 8 1300 Gordinis. Cortina ace ErnestoNeves won the 50-lap race, with Soares placing a

and the second-generation racer picked up from wherehe left off, competing aboard a Giulietta Spider from 1964. The Portuguese motor sport calendar compriseda handful of temporary circuits, the sort delineated byhay bales and oil drums, plus hillclimbs and rallies.Soares Mendes was an amateur driver from a timebefore the term became a slur, and participated atMontes Claros, near Lisbon, and Cascais where

competition in Grand Touring events ranged from Mini-Coopers to Ferrari 250 GTOs. As was once customary,he would drive to the venue, unscrew the bumpers andother brightwork, apply some race numbers, and gohell for leather. After each meeting, he would reversethe process before returning home.

In 1966, Portuguese superstar Carlos Gaspar claimedthe Portuguese Touring Car Championship aboard anAlfa GTA. Inspired by his exploits, Soares Mendeschopped in his Giulietta for Passanha’s GTA on 28 July1967, before pressing it into service as his daily driver.Just as night follows day, he soon began entering it in

“ Having thrashed the GTA for almost an hour at theSintra circuit, he then drove the car home ”

To drive, the GTA Stradaleis extremely loud buthighly rewarding, withsuperb throttle response

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ALFA ROMEO GIULIA SPRINT GTA

Twin Weber 45 carbsensure plenty of urge andcharisma from the all-alloy1570cc twin-cam engine

respectable eighth overall, averaging 63mph(101km/h). Having thrashed the car for almost anhour, he then drove it home.

It was the car’s first and last major circuit outing.Inspired by Gaspar’s racer, he painted his GTA’s 14-inchCampagnolo wheels white, but otherwise the Alfaremained stock. In later years, he was happy merelyusing the car as his everyday transport, the GTA bychance appearing in a postcard depicting SaldanhaSquare in Lisbon. He just happened to be driving alongwhen the photographer snapped him. Soares Mendesretained the car until 1971 when it was sold to airlinepilot Vasco André Lopes, although it wasn’t registeredunder its new keeper until 1976. Eight years later, theAlfa was acquired by marque enthusiast, mechanic andracer, Xavier Moreira, who kept it until 1994 when thecar was sold to Manuel Ferrão.

Ferrão then initiated a full-blown restoration beforeit was moved on to José Carlos Abreu Barros, who keptit for five years. Ferrão then bought the car back againand returned it to the same specification as whenSoares Mendes raced it. The GTA is one of the jewelsamong the publishing magnate’s stellar collection ofroad and competition cars that stretches to an ex-works Lancia 037 and a Ferrari 275 GTB/4. It’s notrailer queen, however, the veteran racer using thecars in his Lisbon cache on rotation.

Which brings us to today and an overcast afternoon

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on the Iberian Peninsula. This historic Alfa offers all thecorrect motor sport reference points, from the wiremesh grille to the bent tube door handles, not tomention the multitude of exposed pop rivets. Inside,the cloying embrace of the figure-hugging bucket seatis instantly racer-like, your legs forced akimbo to workthe floor-hinged pedals. The slender wood-rim wheelfronts a minimalist dashboard, the mushroom-top gearlever sprouting out of the bulkhead.

Fire it up and there’s an almighty cacophony, whichonly gets louder. This isn’t a car that responds totactility. You dial more revs in than seems appropriateand then dump the clutch. The twin Weber 45s gurgle,spit and cough before the GTA reluctantly bunny-hopsoff the line. Few cars are more entertaining than this,the ultimate incarnation of the 105-series Bertoneseries but not necessarily on the pockmarked roadsaround the circuit. Slaloming around potholes isn’t funat the best of times, and the GTA thrives on revs.Without them, it gets bogged down and more than alittle truculent with it. That said, our time spent in theenvirons of this celebrated track is over almost assoon as it begins: the sheds behind the circuit are inregular use, and not for the reasons you mightimagine. The colourful sorts who frequent them arenot at all happy by the commotion. Neither are theirclients. It’s time to move on.

Out on the open road, the GTA comes to life. Thecontrols are beautifully weighted, the steering

wonderfully light, tightening the moment thesuspension is loaded. There is body roll – you would besurprised were it otherwise – but it never threatens tospill. It’s just so communicative. Pitch the car into acorner and the nose tucks in cleanly. Exit a bend, plantthe throttle and the tail squirms a touch before gluingitself to the asphalt. And the noise! The deep inductionthrob is overlaid with the faint whirring of the chaindrive for the twin camshafts. Without anything so sissyas sound deadening, the backbeat is piped into thecabin unfiltered. It’s intoxicating.

Fortunately, the all-alloy four-pot is allied to a gem ofa transmission. The gate has stiff spring-loadingtowards the middle plane, where third is up and fourthis down. Moving the lever into second from firstinvolves a conscious effort against the spring-loadingand the same again from fourth to fifth, but you’renever left in any doubt about which gear you’re in.

When given sufficient room, the GTA astounds. Sure,it isn’t particularly fast by modern standards, but itfeels nervily alive. It’s the way the Alfa deploys itspower that makes it so special. Throttle response isinstant past 3000rpm. It will pull to 6000rpm – not thathigh for a ‘screamer’ – with no faltering or flat spots,just an unbridled release of energy.

This is a car canonised by marque types, and withgood reason. Born for the race track, it doubles up asa handy road car, albeit not one for city dwellers.Just bring your earplugs. III

Many thanks to Adelino Dinis for his help with this feature

Like all Giulias, the GTArolls its way throughcorners but the chassiscommunicates wonderfully

While some car makers churn out oneconcept after another, Ferrari hasnever built any itself; at least not in-house. Instead the company hasworked with an array of coachbuilders

to produce concepts like Bertone's 308 GT Rainbow of1976 and Pininfarina's Rossa, which was unveiled atthe turn of the new millennium.

Two decades earlier, Pininfarina took the wraps offsomething that many wish Ferrari had gone on to buildin quantity: the Pinin four-door saloon. Unveiled at the1980 Turin salon to celebrate the carrozzeria's 50thbirthday, the Pinin took its name from the founder ofFerrari’s favourite styling house. Battista 'Pinin' Farinahad done his first work on a Ferrari in 1952: the 212

Inter cabriolet based on chassis #0177 E.Over the coming decades, a raft of Pininfarina-

designed landmark Ferraris would reach production.Tipos such as the 250 GT SWB, 275 GTB, Daytona, Dinoand Boxer were undoubtedly all-time greats. WhileFerrari never put into production anything quite so dullas a saloon, it did offer several four-seater (or 2+2)coupes, including the 330 GT, 365 GTC/4 and 365 GT2+2, which evolved into the 400i and then the 412.

Ferrari had never publicly offered – and still hasn’t tothis day – a four-door saloon, a concept that'sapparently at odds with Ferrari's ethos. That said,before long Ferrari will have an SUV (or FUV inMaranello's parlance) in its range, in the shape of the Purosangue.

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throughout the 1970s were also being replaced bysofter lines, and it was the Pinin's exterior design thatgot potential buyers salivating, as it was somehowfuturistic yet discreet at the same time. The lack ofany Ferrari saloon heritage meant it wasn't easy toincorporate traditional marque styling cues, althoughthe Pinin was intended to be a concept that lookedforward rather than back.

Only two things really gave away the fact that thiscar was badged as a Prancing Horse. One was Ferrari’sfamiliar egg-crate grille. The other was the choice offive-spoke alloy wheels, a nod to Ferrari’s productioncars, but for the Pinin there was a twist – literally. Eachspoke was twisted to turn it into a blade, which wasmore eye-catching while also being functional, as the

In 1980, when the automotive landscape was verydifferent from now, Pininfarina had other ideas. Its Pininconcept would be no ordinary four-door saloon. IfFerrari had ever been tempted to build a car forplutocrats to be chauffeured around in, the Pinin wouldsurely have been deserving of the Prancing Horsebadge. While high performance was the order of theday, there was also luxury; this was a car designed totake on the very best that companies like Maserati,Rolls-Royce, Aston Martin and Mercedes had to offer.

At the time, the world was on the cusp of anautomotive design and technology revolution. Withelectronics becoming increasingly important, it waspossible to incorporate ever more luxury features. Thehard-edged wedge shapes that had proliferated

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FOUR PLAYOn the 40th anniversary of the unveiling of the Ferrari Pinin,

we celebrate a car that so nearly became the very first production four-door Ferrari

Story by Richard DredgePhotography by Tom Wood/Magic Car Pics

IN ASSOCIATION with

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blades fed cooling air to the brake discs.Leonardo Fioravanti was responsible for the Pinin's

lauded design, working in conjunction with DiegoOttina, who came up with the initial silhouette.Fioravanti had joined Pininfarina in 1964 and in the 26years that he worked for the styling house heproduced landmark designs such as the Dino206/246 GT, 308 GTB, 288 GTO and Testarossa, aswell as the F40. He maintains that Sergio Pininfarinahad always dreamt of Ferrari putting a four-doorsaloon into production.

The most striking thing about the Pinin was its flushglazing. It would be another couple of years beforeAudi famously introduced its ultra-slippery 100 saloon,with an advertising campaign constructed around thefact that its drag co-efficient was just 0.30; the Pinin'sCd was closer to 0.35. To accentuate its slipperyshape, the glass was heavily tinted so that the pillarscould be disguised; it was meant to look as thoughthere was one continuous sheet of glass all round,achieved by bonding the glass to black-painted pillars.The effect was certainly striking, if rather flawed, asthere was no way of opening any of the windows. Thewindscreen wipers were hidden behind a retracting flapat the base of the windscreen when not in use, whilethe door handles were flush, too, secreted within arecessed belt line that ran the length of the body.

The striking grille was flanked by 'Homofocal'headlights developed by Lucas, incorporating multi-reflectors to produce much brighter light at night.Narrow, sleek headlights were possible, providing theideal substitute for pop-up lights that were usuallyseen when a low bonnet line was required.Meanwhile, the Carello-made rear lamps were alsomuch brighter than usual, yet when they weren’tilluminated it was hard to tell that they were lightunits at all. Known as High Contrast illumination, the

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FERRARI PININ

whole of the Pinin's back panel could light up, butotherwise everything remained body colour.

The interior looked just as high-tech as the exterior,thanks to the extensive use of LED instrumentation.Until the engine was fired up, the displays all remainedgloss black, then they’d light up like a Christmas tree. Acomputer provided information on fuel consumption,average speed and distance, along with a countdown inmiles and time for a pre-programmed destination.There was plenty of luxury, too: rear seat passengersgot a telephone and their own radio complete withheadsets, while climate control ensured the cabintemperature could be maintained regardless of howhot or cold it was outside. The two individual rear seatscould be reclined independently, while the two frontseats had a memory function for presets to be stored.

Pininfarina's vision to create an ultimate luxuryexpress led it to choose a 12-cylinder engine – but notthe Ferrari 400’s V12. Instead, it went with the 4943ccflat-12 from Ferrari’s Berlinetta Boxer, chosen becauseit could be mounted low in the nose to ensure a lowbonnet line. In the Boxer, the engine was mountedabove the gearbox and the Pinin's low bonnet linedidn't allow for this, so the 400's transaxle was usedinstead. Not only was the five-speed manual borrowedfrom the 400, but also the rest of the running gear –brakes, steering and suspension.

The Pinin needed to be capable of at least 150mph.Key rivals such as the Mercedes 500SE, Jaguar XJ12,BMW 735i, Bentley Mulsanne, Aston Martin Lagondaand Maserati Quattroporte were all capable of around140mph and the Ferrari would need superior speed –and at a mooted 160mph it certainly had that.

But it wasn't hitting performance targets that scaredMaranello – it was getting the quality right. Ferrari'stwo-door cars focused on performance, with ultimatequality perhaps less of a priority. Buyers of four-door

ENGINE: 4942cc flat-12POWER: 360hpTORQUE: 332lb ft TRANSMISSION: 5-speed manual transaxle,

rear-wheel driveSUSPENSION: Double wishbones with coil springsBRAKES: Ventilated discs DIMENSIONS: 4830mm (L), 1820mm (W), 1310mm (H)MAX SPEED: 160mph (est)0-62MPH: 6.0sec (est)

TECHNICAL SPECIFICATIONSFERRARI PININ

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luxury cars were more interested in quality thanoutright pace. Competing with sports cars fromMaserati, Aston Martin and Lamborghini was one thing,but taking on brands such as Mercedes and Bentleymeant a whole new level of fit and finish.

The Pinin prototype certainly aroused a lot ofinterest at the Turin show, and when it was shippedover to the US for customer clinics, it performed well.Two years after its unveiling, there was still talk of thePinin making production at a rate of 360 cars per year,with rumours persisting that it would be on sale by1984, priced at £40,000. That would have made it more

costly than any Jaguar or Mercedes, but cheaper thanan Aston Martin or Rolls-Royce.

The Pinin was presented to Enzo Ferrari at Maranellobut ultimately he shied away from adopting it as anofficial model. Had the Pinin made production, a fewchanges would have been required; extra groundclearance, a longer wheelbase and a higher rooflinebeing just some. It would also have needed a lot ofmechanical development, since the concept merelyused a mock-up engine and gearbox.

After the Pinin had returned from its customer clinicsin the US, it returned to Pininfarina to be displayed inits museum. By the late 1980s, it was just another oldconcept that had served its time. However, in 1993 thecar got a new lease of life when it was bought byBelgian Ferrari importer and collector, Jacques Swaters.Even though the car didn't have functioningmechanicals, he registered it on the island of Guernsey,where it was allocated the plate '20263'.

By 2008 Swaters had reached the ripe old age of 82,and he decided it was time for someone else to enjoy

some of his cars. He entrusted RM Sotheby’s to sell thePinin, which at this stage was still a non-running mock-up – but it still achieved €176,000. The buyer wasGabrielle Candrini, manager of Maranello Purosangue, ahistoric Ferrari dealer based near the Ferrari factory.

While Swaters was happy merely to own a piece ofhistory, Candrini wanted much more. His mission was toturn the Pinin into a fully driveable road car – and hehad the contacts, cash and knowledge to do just that.He enlisted legendary Ferrari engineer Mauro Forghierito turn the Pinin into a runner, which would prove to bea lengthy and costly exercise.

Forghieri started by acquiring a Testarossa enginewhich was adapted to work with the transmission,before the electrical and cooling systems were sortedout and a fuel tank fitted. When the car had initiallybeen unveiled there was talk of self-levellingsuspension being fitted. Candrini was insistent thatself-levelling suspension should operate as originallyintended. Getting this to work properly proved thebiggest challenge in converting the Pinin from showstar to road runner.

By March 2010, the Pinin was at last driveableunder its own power, a full three decades after it hadfirst been unveiled. But having turned the conceptinto a fully-fledged car, Candrini decided to consignthe car to auction in a Bonhams sale held in Dubai inOctober 2010. With a reserve set at €1 million, thePinin was priced far too optimistically to garner anyinterest. Even at RM Sotheby's auction one year later,the guide price of €480,000-€550,000 was still toorich. The Pinin eventually found a home with anenthusiast in the USA. III

“ Had the Pinin made production, it would have needed a longer wheelbase and a higher roofline ”

Clever design made glasslook like one single flushpiece, but also preventedany window from opening

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Man on a MissionPatrick Hurst is a passionate collector, determined tosave forgotten examples of one of Italy’s mostillustrious marques. His trio of large Lancias includesone that’s never even been on the roadStory by Phil WardPhotography by Michael Ward

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Patrick Hurst is a serial car collector and restorer living near Belfast inNorthern Ireland. He is well known as an Alfa Romeo enthusiast, havingowned more than 50 of them, including his very first car, an Alfasud TI,which he still has. Recently Patrick has turned his attention to Lancias,which he believes is a marque that is underappreciated and

undervalued. Auto Italia has already featured some of his Lancias, including two Beta VX Coupes and his Thema 8.32.

What we’re in Northern Ireland to see this time, though, is a selection of threerecent acquisitions: a Trevi 2000, a Gamma 2500 saloon and a Kappa Coupe 2.0t.Patrick runs a restoration business called Originale Italiano and his team Gregand Gary have given the cars expert, detailed attention. Gathered together forthe very first time for our feature shoot at Sketrick Island on the beautifulStrangford Lough, the weather was sadly awful. “That’s why Ireland is so green!”laughs Patrick. So what’s the story behind each of these Fiat-era Lancias, andwhat makes them special?

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Gloriously wackydashboard looks amazingbut is pretty tricky for thedriver to navigate

machinery and hi-fi equipment. He also attached hisname to an upmarket limited edition all-black Fiat 132saloon. Bellini’s Trevi dashboard is a clear case of formover function. Most of the 29 holes are dedicated tosuperfluous warning lights, while Lancia’s electricaldepartment must have run out of ideas because tworecesses are unused. The main instruments are wherethey should be, directly in front of the driver, nestlingbehind the oh-so-spindly lighting and washer stalks.The gauges have colours rather than graduations and,typical of Betas, are pretty optimistic.

It is said that Lancia recognised that the hatchbackappearance of the Beta saloon met with someresistance among more conservative car buyers. As aresult, in 1980 radical changes were made to the Betawith the introduction of the booted Trevi notchbackversion. Trevi is a contraction of ‘tre volumi’ (three box),rather than referring to the famous fountain in Rome.

The Trevi’s styling was carried out in associationwith Pininfarina. Quite what involvement Pininfarinahad is uncertain, but there is a numbered plate in theengine compartment of Patrick’s example that recordsit as ‘Pininfarina 693 06168’.

The Beta title was dropped when the Trevi was

In the early 1970s, Fiat’s range of 124 saloons andcoupes was getting long in the tooth, while theconservative 132 saloon looked dated from the outset.Having acquired Lancia in 1969, Fiat chose the brand todevelop a new range of sporting coupes and saloons.The Lancia badge added an upmarket cachet to therange, boasting an edge over Fiat.

Former Lancia engineers were tasked to develop theBeta, and in 1972 the Beta saloon was launched. Fiat’shighly successful twin-cam engine was redevelopedand, for the first time, installed transversely to drivethe front wheels. The new model was designed as amedium-size five-seater in two-box configuration. Itlooked like a hatchback, but it wasn’t.

About 195,000 Beta berlinas were built in threeseries. In 1979 the final series was introduced with thesignature corporate front grille of the period (asadopted by the whole Beta range and the new Delta).The interior was dramatically revised and the MarioBellini-designed controversial ‘gruyere’ cheese dashwas introduced. Bellini was a prominent Italian designernoted for his work with chairs, tables, electronic office

LANCIATREVI

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LANCIA TREVI, GAMMA & KAPPA

The Lancia Gamma is something of an enigma. Themodel was intended to be a replacement for theFlavia 2000 and was a long time in gestation,following an abortive attempt at a co-operativearrangement with Citroën.

The Gamma is 100% a Lancia but it was not launcheduntil 1976, seven years after Fiat took control of thecompany and four years after the all-new Fiat/LanciaBeta saloon arrived. The Gamma Berlina was designedby Aldo Bravarone (of Dino 206 fame) and built byPininfarina, its fastback styling bearing a certainresemblance to the Centro Stile-designed Beta saloon.

The Gamma range would also replace Fiat’s logo-penalised 130 as a luxury product, and indeed the130’s Lampredi-designed V6 was a likely candidate asthe power unit. However, the bizarre decision wastaken to build a Lancia Flavia-derived flat-four enginein two sizes (2.0 and 2.5 litres). The flat-four definitelyfelt out of context as a form of propulsion for aluxury car. Remarkably, 15,272 buyers were found forthe Gamma Berlina and just 6790 for the better-looking Gamma Coupe.

Despite the Gamma being something of a curiosity,Patrick Hurst’s attention was drawn to the discovery of

launched in the UK in 1981. Two versions wereavailable: 1.6 and 2.0-litre carburettor petrol. Eventuallythe 2000ie with the excellent Bosch fuel injectionbecame available. A supercharged Volumex versionwas available in mainland Europe from 1982 (3844built). The VX was not available in the UK although it isknown that at least one right-hand drive version wasbuilt for the Italian Embassy in Pakistan and wasimported into the UK. Does anyone know if it stillexists? In 1984 Trevi production ended, some 40,628examples having been built in all.

Partick’s 1982 Trevi 2000 was advertised by itsAberdeen then-owner on eBay with just 58,000 mileson the clock. Even though the car was in remarkablecondition, it was still subjected to a complete OriginaleItaliano nut-and-bolt restoration, which included a bareshell repaint and a full engine rebuild. New parts wereused throughout – hard to enough to locate even whenthe Beta was still in production, let alone today.

Like all of Patrick’s cars, the Trevi drives very welland its lusty 2.0-litre carburettor-fed twin-cam hasthat attractive, characteristic burble. The Trevi has anair of elegance and quality about it and perhaps itsstyling has matured over time. Often overlooked, thisTrevi was well worth preserving as a usable,extremely rare modern classic.

ENGINE: 1995cc 4-cyl DOHC BORE X STROKE: 84mm x 90mm POWER: 115hp @ 5500rpm TORQUE: 129lb ft @ 2800rpm INDUCTION: Weber 34 carb TRANSMISSION: 5-speed manualWEIGHT: 1165kgMAX SPEED: 110mph0-62MPH: 11.0sec

TECHNICAL SPECIFICATIONSLANCIA TREVI 2000

LANCIAGAMMABERLINA

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an unused and unregistered example in northern Italy.This Berlina is one of those mysterious cars that hasbeen stored out of sight for many years, in fact in thiscase since it was new in 1976.

The story goes that it was allegedly ordered for aBritish diplomat in Milan, hence why it’s right-handdrive. For whatever reason – and who knows, itmight even have been sinister, given Italy’s politics inthe 1970s – the diplomat never collected the car. Iteventually surfaced when the car dealership inCuneo, where the Gamma had been stored, wentinto receivership. The untouched car was discoveredin the back of the workshop covered in 40 years ofdust. Because the ownership title could not beverified, the car was put up for auction by theofficial receiver. Partick’s ‘man’ in Italy wasimmediately put on the case and eventually the carfound its way to Northern Ireland.

Finding a dry-stored classic car with just 16 miles onthe clock is an enthusiast’s dream. However, thisLancia was holding a secret – no, not a body in the

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LANCIA TREVI, GAMMA & KAPPA

boot, but something very surprising under the bonnet.UK-spec Gammas were all fitted with 2.5-litre engines,while the Italian market got ‘tax-break’ 2.0-litre. DuringPatrick’s recommissioning, it was discovered that theengine number had been tampered with in an attemptto disguise the fact that a 2.0-litre engine had beensubstituted, and a clapped-out one at that!

A replacement 2.5-litre engine was duly sourced andrebuilt. Not content with just a new engine, Patrickelected to strip down the whole Gamma to a bare shelland have it repainted. The result is almost withoutdoubt the best Gamma Berlina in the world.

We love the typical Lancia engineering touches, inparticular the window in the bootlid to aid reversing,complete with a hinged louvre to assist in cleaning theglass. Another nice touch is the fuel filler hiddenbehind the air vent, just aft of the rear passenger’swindow. And why would you need five bulbs in theinterior light fitting?

Patrick’s Gamma has never knowingly been out inthe rain since it was incarcerated in 1976. Ironically,we managed to pick one of the worst possible daysfor our photo shoot in weather terms – not untypicalfor Northern Ireland but possibly the first rain theGamma had ever witnessed. Not only that, but theGamma had not been driven on the road sincerestoration. But none of this seemed to phase Patrickwho was quite happy to drive the car to the lakesidelocation in between showers.

The Kappa replaced the Thema as Lancia’s executiveproduct in 1994, with production running up until 2001.While the Thema had been popular in the UK, theKappa never made it to Britain officially; 1994 was theyear that the Lancia marque departed Britain for good.The Fiat Group instead concentrated on Alfa Romeowith the 164 and later the 156.

During its seven-year production span, the Kappawas fitted with no fewer than seven different powerunits, five petrols and two diesels, almost as ifLancia couldn’t make up its mind what to use. The2.0 16V turbo was inherited from the Thema, whilethe 3.0 was Alfa Romeo’s Busso V6. Then there werethe 2.0-litre five-cylinder 20V and 20V turbo units, aslater adopted by Fiat for its Coupe, while the five-cylinder 2.4 20V was shared with the Stilo Abarth.Kappa body styles included a two-door coupe(designed by Centro Stile), a four-door saloon (byErcole Spada at Idea) and an estate (by Pininfarina).Kappa production reached 117,216 units, with Italyits most important market.

The Lancia Kappa is a without doubt a ‘Marmite’ car,dividing opinion among the cognoscenti. That’sespecially true of the Coupe, which does look rathertop-heavy, making the wheels seem undersized. I hadnever warmed to the Kappa but Patrick was convinced Iwould change my mind after I had driven his. “But thenhe would say that wouldn’t he,” I thought.

Patrick’s car is designated Lancia K 2.0t, which hasthe same 220hp 2.0 five-cylinder turbo engine as theFiat Coupe but with the benefit of an overboost facility,

ENGINE: 2484cc 4-cyl boxer SOHC BORE X STROKE: 102mm x 76mm POWER: 140hp @ 5400rpm TORQUE: 153lb ft @ 3000rpm INDUCTION: Weber 38 carb TRANSMISSION: 5-speed manualWEIGHT: 1320kgMAX SPEED: 122mph0-62MPH: 9.2sec

TECHNICAL SPECIFICATIONSLANCIA GAMMA 2500 BERLINA

LANCIAKAPPA

Although Gamma has zeromileage, Patrick’s team hasstill restored it, completewith replacement engine

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and is good for 154mph. The performance is impressivewith the turbo overboost just adding that extra bit ofwhoosh at the top end.

I was super impressed by the Kappa’s ride quality.The body was reported as having twice the torsionalrigidity of the outgoing Thema and was, said Lancia,15% stiffer than any of its rivals – and you can tell. Thechassis is well damped and body roll is minimal. Build

quality is outstanding and the interior is beautifullyappointed, with excellent sound insulation. If I wasbeing uncharitable, I would say that the best thingabout sitting in the plush interior is that you can’t seethe exterior. This is a true GT car and you could covercontinents with ease and style, which is exactly whatPatrick does with it. Well, I have to admit Patrick wasright – I do like it. III

ENGINE: 1998cc 5-cyl DOHC turbo BORE X STROKE: 82mm x 75.65mm POWER: 220hp @ 6000rpm TORQUE: 220lb ft @ 2750rpm INDUCTION: Bosch Motronic M2.10.4 TRANSMISSION: 5-speed manualWEIGHT: 1480kgMAX SPEED: 144mph0-62MPH: 7.3sec

TECHNICAL SPECIFICATIONSLANCIA KAPPA COUPE 2.0T

“ Turbo overboost adds extra whoosh at the top end... I was super impressed by the ride quality ”

Previous Originale Italiano projects

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Small WonderWith Maserati’s Grand Prix successes fading in the 1930s, thenew ‘junior’ 1.5-litre 6CM of 1936 saved the Trident’s pride.We track-test Count Trossi’s championship-winning carStory by Ed McDonoughImages by Michael Ward

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Voiturette. I have always loved the term.The modern equivalent is probablyFormula 2 but that doesn’t reallyencapsulate what voiturette means. Forme, it conjures up images of vintage

dusty roads with small cars fighting to stay onterms with bigger ones.

The term voiturette was probably coined byFrenchman Léon Bollée, who was responsible forconstructing the first really small racing car, and itbecame more widely known when a trophy was firstpresented for voiturette class cars in 1905. Thesewere generally built to a less powerful standard thanfull Grand Prix cars, and for most of the history ofmotor racing, there has been this ‘second’ juniorclass, which has taken many forms. For the purposesof this story, we’ll focus on the period when it was runto 1.5-litre rules, and racing was ultra-competitive.

As with Grand Prix cars, the rules about engine size,maximum and minimum weight, and body widthchanged for voiturettes. Much effort went intomaking these smaller cars quick, interesting andeconomically viable. The popularity of the class,especially in France, reached its height in the 1930s.By 1937, the ‘titans’ – Mercedes, Alfa Romeo andAuto Union – were dominating in Grand Prix racing,but voiturette grids were populated by large numbersof 1.5-litre Maserati 6CMs.

Maserati was seriously involved in competitionfrom its beginning, starting in 1926 with the Type 26with eight cylinders in-line, through the 1932M andthe six-cylinder 6C34, the V8R1, and then the1493cc 6CM which appeared in 1936 and would beproduced until 1939. By 1935, the factory washaving less and less success in Grand Prix events,the Maserati name all but vanishing from the leaderboards and only a few privateers getting any results(and no wins). With Alfieri Maserati gone, hisbrothers struggled to maintain his design standards.The Trident marque backed off from full involvementin major Grand Prix races, and instead concentratedon the voiturette class.

Ernesto Maserati used the company’s experiencewith the 4CM to develop something new. The 6CMwould have a supercharged, in-line, six-cylinder engineof 1493cc with a Scintilla ignition system, singleRoots-type supercharger and 55ASL Webercarburettor. With a four-speed gearbox, the new carproduced 155hp at 6200rpm in the initial state ofdevelopment, increasing to 175hp at 6600rpm by1939. This engine was particularly well designed andefficient. The six cylinders were formed of three pairs,mounted on a common crankcase, with fixed headsand cam carriers for twin overhead camshafts. Thesupercharger was mounted on the front of the engineand was driven directly by the crankshaft.

The chassis used modern longitudinal torsion barindependent front suspension but the rear had semi-elliptic springs and a live axle derived from the 4CM’s.Ernesto Maserati simplified the gearbox behind theengine by using Fiat internal parts. He also improvedthe steering and had the engine located lower in thechassis. With an overall weight of 650kg, the topspeed was close to 140mph – almost as quick as the4CM. The plan was to beat the English ERAs and keepwealthy Italian amateurs driving Maseratis.

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On 21 June, the Picardie GP was run in two heatsand a final, with half the field in each heat. The firstwas won by Trossi and the second by Seaman in hisDelage. Seaman crashed in the final and Trossi washaving mechanical problems and did not finish, whichgave the win to Bira’s ERA. On 28 June, the Milan GPsaw newcomer Emilio Villoresi put his Fiat 508 onpole ahead of Trossi, but the latter soon took thelead and again made the 6CM look like the car tobeat. Trossi missed the Albi GP on 12 July, while the6CMs of Hartmann and Australian Frederick McEvoydid not figure in the results.

The Coppa Ciano race at Livorno on 2 August sawTrossi back at the wheel of 1532. He was leading by lapfour and was never headed. Luigi Villoresi’s 4CM camethird, with Hartmann’s 6CM fourth. Seaman won theCoppa Acerbo at Pescara on 15 August, where he andBira were quicker than Trossi on the long straights, butwhen Bira caught fire, Trossi overtook to finish second.

Maserati withdrew Trossi and Tenni from the Bern GPat Bremgarten on 23 August, saying the cars were notready, but it seems that the team had been humiliatedby the Pescara defeat. Nor did Maseratis attend theDonington race on 29 August. But on 7 September,Bianco’s Maserati 4CM briefly led the Coppa Edda Cianorace at Lucca until Trossi whistled past and won easily.13 of the 16 entries for the Modena GP were Maseratis,although only one was a 6CM. Maserati sent Trossi toreplace Tenni, so it is likely that this was chassis 1531.Clemente Biondetti was in good form in a 4CM butTrossi moved away from him pretty quickly and wenton to win yet again, a very good finish to the seasonfor Maserati and the new car. Trossi duly won theItalian national championship for 1500cc cars.

Sure enough, in 1937 many 6CMs appeared on thevoiturette grids, but some notable personalities hadchanged. Count Trossi had joined Scuderia Ferrari torace an Alfa Romeo 12C but he did come back to theMaserati fold for one final voiturette race, the CoppaPrincipessa Di Piemonte at the Posilipo circuit nearNaples. Trossi was quickest in practice but shared thefront row with two other works Maserati drivers in6CMs, Ettore Bianco and Franco Cortese. After beingheld too long at the start, Bianco got away first but

It is thought that 27 examples of the 6CM were built,although some claim 28. As the chassis was based onthe 4CM ladder frame, it’s possible that one of the4CMs was later converted to a 6CM. Chassis 1531 and1532 were the best known of the factory cars,especially in the car’s debut year, 1936, and a total of11 chassis were kept as factory cars over the fouryears that they competed.

Many 6CMs were sold to private owners.Englishman Austin Dobson had three, while LordHowe, Johnny Wakefield and Reggie Tongue wereother English owners. The Italian ScuderiaAmbrosiana ran cars for Lurani, Villorese, Cortese andMinetti. Ecurie Helvetia ran a team for Baron deGraffenreid and Armand Hug. 6CMs raced in thehands of René Dreyfus and Achille Varzi, as well asone Count Trossi – we’ll come to that one shortly.

For 1936, Scuderia Torino (formerly Subalpina) ranthe works cars in the voiturette classes at Grand Prixand non-championship meetings, the two driversbeing mainly Omobono Tenni and Count Carlo FeliceTrossi (pronounced ‘troshee’, according to BrunoGiacomelli, the well-known Alfa Romeo team driverwith a passion for journalistic accuracy, who hasoverseen the writing of this piece).

When the 1936 season started, Trossi and Tenni werestill driving 4CMs. The first 6CM was entered at MonteCarlo on 11 April for Scuderia Torino president GinoRovere, who handed the car over to Zehender in therace (which it failed to finish). Then two works carswere entered for Trossi and Laszlo Hartmann in theEifelrennen on 14 June. Dick Seaman was there in hisGP Delage and there were ERAs for Raymond Mays andMarcel Lehoux, as well as Prince Bira in ER2A Romulus.

It was pouring with rain at the Nürburgring whenthe race started. From row two, Trossi was soon onSeaman’s tail, with Tenni in a 4CM in third and Birafourth. Trossi took the lead on lap two and dominatedthe race in fierce conditions, with Tenni second andHartmann sixth in the other 6CM. It was a fine debutwin for chassis 1532, and the beginning of a verygood year for Maserati.

THERACERS

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“ Count Trossi joined Scuderia Ferrari to race the Alfa12C in 1937 but he did come back to race the 6CM ”

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was soon caught by Cortese, who stopped to try andfix his gearbox on lap five. Trossi and Bira got pastBianco, then Bira led in his ERA until Trossi forced hisway past and won by a full minute. The 6CM had agood 1937 and did well in the next few years as well,although it continued to face strong opposition fromthe ERAs on several occasions.

However, early in 1937 the Maserati brothers soldtheir company to Adolfo Orsi. The brothers stayed withthe company, and with financial support, went back toplanning a new Grand Prix car, while the 6CM carriedthe company colours for the season.

The car you see here, chassis 1532, had numerouswins in its first year in the hands of Count Trossi. Itsubsequently passed to Italian Edoardo Teagno, whohad campaigned a 4CM in 1937, and then seems tohave owned two 6CMs, 1543 and 1532. Shortly after,this car was exported to South America, beforecoming to the UK in the 1960s. After a variety ofowners, it was restored and passed to Irvine Laidlawand looked after by Sean Danaher. More recently itwas acquired by Nigel Griffiths, who brought it to raceat Goodwood in 2019.

So 84 years after its grand debut, 1532 is alive andrunning. Nigel Griffith’s team brought it along to BlytonPark circuit in Lincolnshire for a photo shoot “andmaybe a run”. I was on board for the possible run justin case – fortuitous as I had won a sprint event atBlyton only a week before in my old Dulon FormulaFord. Blyton has fast straights, high-speed bends and afew very tight corners.

Seeing the car sitting majestically gave me plentyof time to ogle over the shape and take in all thedetails. It surely is a perfect example of the period: acar with all the serious bits exposed, the cockpitopen and roomy, and the sides low so you hang outthrough the corners. The beautiful lines carrythrough to the tail, the exhaust on the left curvingwith the bodywork. A proper car.

Behind the four-spoke steering wheel are the basicgauges: rev counter to the right (reading to 9000rpmbut red-lined at 6200rpm), oil pressure, watertemperature and so on. Then there’s the chassis platebearing the writing, Automobili Maserati Bologna Tipo6CM Chassis No 1532. The seat, in black leather, showswear from moving backsides, and is supported on bothsides so you are reasonably well anchored. Down in thefootwell, the clutch is on the left, and the brake andthrottle on the right – no central throttle on this one.The gearbox and driveshaft are, basically, adjacent toyour crotch, the driveshaft going under the seat. Bestnot to think about it breaking... The gear lever isdirectly behind the wheel, canted slightly to the left –I’ll need to think about that!

The puddles have mostly dried our and NigelGriffith’s regular driver Ewen has given the car a fewwarm-up laps. Nigel himself has arrived and tells me,“You know your way around, so do some laps, drive it abit, but watch it.” I finally climb on board but it’s more‘on’ than ‘in’ – not like being horizontal in a modern. Inspite of its age, everything about this car is efficient.Starting is by turning on the switch and pressing thebutton, after a few pumps to get some fuel up. Ewenwarns me that it might need a few pumps if we run

DRIVINGCHASSIS1532

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MASERATI 6CM

slowly, which we need to do for a few laps behindour camera car. In fact, there’s never a problem andit just runs smoothly. The standard H-patterngearbox is extraordinarily easy to use, just a few revsto get it moving, left hand to shift and just stayaware of where the lever is.

1532 is a place where I feel immediately at home. Ilove being able to hang out the side going into andout of corners. You know exactly where the line is,you see exactly what the wheels are doing. Don’tlean too far left, though: that exhaust is out there.Ewen was puzzled when I asked what the brakeswere like. “Just fine. I don’t notice, they are thatgood”. And so they are, although I don’t use them toomuch in the first few laps. I try to imagine Trossi’spresence in this car; would he be smoking hispipe? But attention needs to be kept on theline, and where the wet tarmac is.The tail slides slightly

when accelerating out of the slower corners, as itshould, but all is manageable.

We get the photos done and a wave from the sidesays ‘keep on driving’. It’s time for a few ‘real’ laps,letting the car go a bit more. It’s stunning up throughthe gears, that straight-six humming smoothly – verysmoothly – up through third for the medium bends onthe East circuit, a bit of braking into the right/left andharder acceleration up to top, then easing off for themedium slow left at the end of the straight. There’s alittle twitch or two going down to third and thenhard on the throttle, and another littletwitch. The fuel pressure isstaying up and the

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temperatures are fine, so it’s hard through the swerveand then fourth gear again. Traction, even in the damp,is superb. Ease onto the brake for the tight right at theend of the straight, down to third, then second for thecorner. There’s the sweet smell of the 85% methanol-plus-fuel and a bit of acetone mix.

I’m using the revs now, carefully, and it is eating upthis circuit, dipping a bit on entry to the corners, liftingthe nose on exit and settling into the run to the nextcorner. There is nothing like the fresh air you get whenhanging on to a stunner like this. A wave from the ‘pit’says do another lap and all the joy of driving a pre-warchampion comes to the surface. The car is predictable,and behaves well on its Dunlop Racing tyres (it originallyran on Pirellis), both in the damp and dry, and thewiggling from the back end is all part of the fun. III

At our Autumn MotorsportDay at Brooklands, EwenSergison had plenty of tail-out fun in very dampconditions

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auto italia70

Seven ConcoursWe were in Riyadh for a major new international

concours event dominated by FerrarisStory by Phil Ward

Photography by Michael Ward

auto italia 71

(driven by Joe Macari and Tom Kristensen).Simply sensational!

Class 1: The PioneersThis class for early cars was dominated byFerraris, but other entries included the unique1939 Alfa Romeo 6C 2500 built by ItalianUmberto De Mola in Belgium and a 1937Mercedes-Benz 540K Cabriolet. Voted First inClass and Judges’ Choice, this glamorousMercedes was owned by the Maharajah ofIndore for 41 years. It’s a multiple concourswinner, including Pebble Peach. Second inclass was the superb 1949 Ferrari 166 Inter,chassis 017, only the ninth Ferrari ever builtand the oldest Ferrari in the UK.

Class 2: EleganzaThis group of cars featured the best of thebest, taking several awards. The Ferrari 250GT PF Cabriolet Series 1 took not only theClass 2 award but also Best of Show. Chassis0735 is the 1957 Frankfurt Motor Show car,whose first owner was the young socialite,Angela Muenemann of Munich. This car hasenjoyed a successful concours career under

Auto Italia was invited to arrangethe judging of the new SevenConcours event, held as part ofthe Riyadh Car Show. Theorganisers’ determination to

develop the Seven Concours into a world-class event on the level of Pebble Beach andVilla d’Este attracted some sensationalmachinery. Leading Ferrari specialist Talacrestwas the main provider, sourcing 25 out of the36 concours entrants to be airfreighted over.Located in a purpose-built pavilion, the SevenConcours featured seven class awards plustrophies for Best of Show, Judges’ Choice anda special Uniques Award.

Maranello was a major contributor to theoverall show with its current range ofFerraris on show and on-track action fromthe fabulous FXX Programmes cars andGT3 racers. A highlight was the screamingpair of 2009 V12 F1 cars driven by CharlesLeclerc and Antonio Giovinazzi. Anothertreat was a world exclusive by stunt driverTerry Grant who drifted the actual Ferrari250 GT SWB/C that won the Kinrara Trophyrace at last year’s Goodwood Revival

German ownership, finished in its originaldelivery colours of white with dark tan trimand the ultra-desirable closed-headlightconfiguration. This is a really special examplewhich has been cherished throughout its life.

The Uniques Award for extra-special carsof outstanding beauty went to the Ferrari250 GT Competition Berlinetta SportSpeciale 0403GT. This was rumoured to havebeen commissioned by film director RobertoRossellini for his wife, Ingrid Bergmann,although she never took delivery of the car.0403GT had previously appeared in theCartier Style et Luxe concours at the 2013Goodwood Festival of Speed, where it wasawarded Coup de Grace for ‘Sublime GrandTourer of the 1950s’. Four years ago, it wasalso awarded ‘Best Gulf Classic’ in Dubai.

Class 3: Forza FerrariThe superb 1954 Ferrari 500 Mondial wasthe winner in this class. Chassis 0448 MD isone of only five Pininfarina Spiders withcovered-headlight bodywork. It was sold toScuderia Parravano and enjoyed two yearsof success in Californian sports car racing,

auto italia72

winner should be the actual Saudia WilliamsFW07B in which Alan Jones won the 1980World F1 Drivers’ Championship andConstructors’ Championship. This well-maintained, fully operational example is partof the Williams Heritage Collection.

Class 5: The Green CollectionVeteran racing driver David Piper is wellknown for his extensive career racing Ferrarisand Porsches. He has maintained a privatecollection of historic cars since the 1960sand raced them in countless events in Europeand South Africa ever since. At 90 years ofage, Piper still demonstrates his cars today.

The Seven Concours is possibly the firsttime that all of Piper’s current collection hasbeen seen together at the same event. Giventhe massive amount of racing miles coveredby these cars, it is not surprising that theyare not in pristine condition. The concoursjudges agreed that the top award should go

in particular atWillow Springs where the car was

always on the podium. 0448 MD has hadjust three long-term custodians over thepast 60 years. Earlier this year, the carreturned to the Ferrari factory, where it wasinspected by Ferrari Classiche andunderwent a comprehensive cosmeticrestoration as part of the process ingranting red-book certification.

Class 4: Formula 1Among the four F1 cars entered in theconcours, it was highly appropriate that the

to the car that has the most significanthistory – the Ferrari 275/330 P2.

Chassis 0836 began its life as a 275 P2.Entered by Scuderia Filipinetti, it won theMonza 1000km in May 1965 driven by MikeParkes and Jean Guichet. In June the sameyear, it ran at Le Mans with the same drivers,but cruelly retired after 23 hours. Later in1965 the car was converted to 365 Pspecification and sold to David Piper whoraced it at Daytona, Sebring, Kyalami,Angola, Nürburgring, Monza and UK circuits.That the car has survived intact after ahard-working career is a tribute to Piper’sdriving and engineering expertise.

Class 6: SupercarsThe winner in this highly contested classwas a faultless 1985 Porsche 959. Secondplace went to a prototype Ferrari F40, whichwas one of only eight produced. Chassis75052 has many rare features, including

‘Best of Show’ Ferrari 250 GTPF Cabriolet owned by FrancoMeiners, in front of DavidPiper’s Ferrari 250 LM

auto italia 73

SEVEN CONCOURS

different wing mirrors, five rear side vents asopposed to four, different Kevlar weave tothe tub and quilted headlining. Another rarecar in this class was the 1972 LamborghiniMiura SV chassis 5076, one of just two tohave front aero canards.

Class 7: Future ClassicsThis eclectic class was populated by anumber of modern cars, many of which wereunique, and many suited to ‘specialist’ tastes.The Mercedes-Benz 300SL/AMG might nothave appealed to purists but it wasinteresting as an engineering exercise. Based on a 1954 300 SL Gullwing, theMercedes-Benz AMG tuning division installeda modern 380hp 6.0-litre AMG V8 engine andW4A four-speed automatic transmission.However, the class winner was the Ferrari F12TDF-based SP3 JC, one of two carscommissioned at the request of Talacrestsupremo John Collins.

Seven Concours Awards

Best of ShowFerrari 250 Cabriolet Series 1

Judges’ ChoiceMercedes-Benz 540K

Uniques AwardFerrari 250 GT Berlinetta ‘Bergman’

Class 1: The PioneersFirst: Mercedes-Benz 540KSecond: Ferrari 166 Inter

Class 2: EleganzaFirst: Ferrari 250 Cabriolet Series 1Second: Mercedes 600 Pullman

Class 3: Forza FerrariFirst: Ferrari 500 MondialSecond: Ferrari 250 SWB

Class 4: Formula 1First: Saudia Williams FW07BSecond: McLaren MP4 2b/5

Class 5: Green CollectionFirst: Ferrari 365 P2Second: Porsche 917

Class 6: SupercarsFirst: Porsche 959Second: Ferrari F40

Class 7: Future ClassicsFirst: Ferrari SP3 JCSecond: Ferrari 599 GTO

Thanks to event organisers Talal and AdelAlrajab of Seven Car Lounge, John Collins ofTalacrest, Abdulrahman Al Yemni , MartinBarrow of Renovatio and the GTO Engineeringteam for their help with this feature.

auto italia74

REPORTS ON NATIONAL AND INTERNATIONAL EVENTS AND ITALIAN CAR CLUBS

CLUB ITALIACoppa Delle AlpiThis ambitious new Alpine rally traversed fully four countriesStory & images by Peter Collins

auto italia 75

Piazza Vittoria in Brescia on the Tuesday. After a prolonged period of very wet

weather, the skies cleared and the wholeevent was run in brilliant sunshine. Anythingon the eastern side of the mountains wascompletely clear of snow and, in general,the roads were dry.

Travelling via Lake Garda and Gardesana,then Alto Adige, the first car left Brescia,with around 300km to cover, at 9.30am onWednesday and headed for Salo, whereMussolini made his last stand in 1944. A veryearly and considerable reroute was necessaryas the intended rally route had been closedat a key point on a mountain road; with fewalternatives in these regions, the cars wereforced to travel via Trento to the first resthalt and regularities at Fai della Paganellabefore heading over the Passo Mendola toBolzano then up the Val d’Adige to theovernight halt at Brixen/Bressanone.

An early and convincing lead was taken byGiovanni Moceri, a paediatrician from Palermoand winner of the Mille Miglia earlier in theyear. This time he was driving a 1964 AlfaRomeo Giulia GT, co-driven by Daniele Bonetti.By the end of the day, second place wasoccupied by Massimo Zanasi and BarbaraBertini from Bologna in their 1958 VolvoAmazon B20, the latter also taking the BrixenTrophy, awarded at the overnight halt.

The second day, heading into Germany,was led once again by Moceri/Bonetti, whoalso won the end-of-day trophy at Seefeldbut up into second had come MarioPassanante and his wife Anna MariaPisciotta, in their 1955 Fiat 1100/103 TV.Taking third place were Ezio Sala andRomano Bacci in their 1937 Lancia Aprilia

Perhaps perceiving a gap in thelitany of quality historic car eventsin Italy, MM, the organiser of theMille Miglia since 2013, decided toturn its hand to running a winter

rally in December. This was no ordinary event,as it was to travel through no fewer than fourcountries during four days.

This ambitious schedule involved a longcounter-clockwise route starting in Bresciaand heading north-east towards Trentinowith the first night-stop atBressanone/Brixen. There was then a briefdoubling-back before turning east to passthrough Cortina d’Ampezzo, then over thePasso Del Brennero into Austria and throughInnsbruck, to finish the second day atSeefeld in the Tirol. Day three headed norththrough Germany before eventually turningsouth back into Austria and later Switzerlandfor the third night in glitzy St Moritz. A muchshorter final fourth day saw the cars travelthrough Livigno and Bormio to finish the rallyin Italy again at Ponte di Legno, 60 miles fromthe start point in Brescia. A run up Passo delTonale to a gala dinner at the top was thefinal highlight of this strenuous event.

Ultimately, an entry of 50 cars wasreceived, of which 45 took the start. Theirages ranged from the 1930s to the 1970s(the cut-off date was 1976) and included AlfaRomeos (such as Ron van Gerwen’s 1931vintage 1750), Fiats, Lancias and a pre-warLagonda, to an eclectic mix of Volvos,Jaguars and Porsches, with an Escort Mk1 RS1600 of 1973 being the newest entrant and aFerrari 250 GT Lusso underlining the variety.In Mille Miglia fashion, scrutineering tookplace in the Mussolini-style architecture of

Berlina. It was a tough day with no fewerthan seven Alpine passes to be topped –Sella, Campagnolo, Pordoi, Valparola,Falzarego, Tre Croci and Brennero – during a 320km route which ran past the famousTre Cime peaks.

From Germany, the field passed theSchwangau lakes and drove into the SouthTyrol, still being led by Moceri/Bonneti.Meanwhile, changes had taken place belowthem, with the Zanasi Amazon back up tosecond and the winner of the St Moritztrophy at the end of the day. Into third placehad come Antonino Margiotta and GuidoUrbino in the 1947 Volvo PV444, followed byGianmaria Fontanella and Annamaria Covelli intheir 1955 Porsche 356 A 1500.

The fourth and final day saw the end ofMoceri’s run in the lead as he slipped downthe order to sixth but even so, he won overallthe 2019 Italian Grande Eventi Championship,of which the Coppa delle Alpi was the lastqualifying round. Meanwhile, as the fieldheaded back into Italy, Margiotta and hisVolvo, now in first place, was pressed closelyby the Fontanella Porsche 356. Into thirdplace at the end came the Volvo Amazon ofZanasi and Bertini. The first Italians home(fourth overall) were Andrea Luigi Belomettiand Doriano Vavassori in their 1937 Fiat 508 CBalilla, whilst in fifth came the Lancia Apriliacrew of Ezio Sala and Romano Bacci.

Over 1200 strenuous and mountainouskilometres the 45 entries enjoyed plenty ofsunshine and a fabulous route. It will beinteresting to see if the event returns in2020 – and what it might be like in poorweather – but MM can consider this year’sdebut a cautious success.

auto italia76

ZAGATO CENTENARY100 years of Zagato celebrated at Brussels Autoworld Story and images by Gary Axon

Fulvia Sport and the original Delta integrale-based Hyena prototype of 1992.

On another special Zagato display plinth,a Phase III continuation Aston Martin DB4GT Zagato shared space with a 1957Abarth 750 GT ‘Double Bubble’, a highlyunusual 1988 Autech Stelvio, plus the one-off Audi A3-based Zuma prototypecoupe, first revealed at the Brussels MotorShow in January 1998.

The year-long celebrations forZagato’s first 100 years drew to aclose in 2019 with an excellentdisplay in Brussels. The Autoworldmotor museum staged a special

one-off exhibition of the Milanesecoachbuilder’s works.

Some 14 Zagato-bodied cars wheregathered together in the Belgian capital inthe closing weeks of 2019 to mark this

centenary. Five iconic Alfa Romeo Zagatoswere joined by five Zagato Lancias, plus ahandful of other marques.

The Alfa Romeo Zagatos included a 1930s6C 1750 GS, plus post-war coachbuilt modelssuch as a Giulietta SZ, TZ1, Junior Zagato andES30 SZ, as well as a stunning black 2600 SZon permanent display within the museum.

Coachbuilt Lancia Zagatos included anAppia Sport, Flavia Sport, Flaminia Sport,

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auto italia78

WRITE TO THE EDITOR AT: AUTO ITALIA, GINGER BEER PROMOTIONS LTD, ENTERPRISE HOUSE, BUILDING 52, WREST PARK, SILSOE, BEDFORDSHIRE, MK45 4HS OR EMAIL CHRISREES@AUTO-ITALIA.NET

eMAILBOX

GTA FANIn October I bought thesupercharged Alfa Romeo156 GTA featured in yourJuly 2019 issue of AutoItalia from Jamie Porter.So far I am enjoying itvery much. The reason forbuying was that I neededfour doors for my growingfamily – it seemed a goodexcuse at the time!

This is my third Busso-engined car. Previously Ihad a Phase 1 GTV,followed by a GT. I haveknown Jamie since 2004when I bought the GTVand he has always lookedafter my Alfas very well. Iam going to have the GTAproperly rustproofed inthe spring, as I intend toenjoy it and keep it aslong as possible.David Pepper

RESPECT FORMASERATIOver many years, I havesubscribed to all sorts ofauto magazines, eclecticas my taste is in vehicles,which have included threeTriumphs and threePorsches. I got a touch ofthe crazies a few monthsago and bought aMaserati Gran Turismo,which is the best of all mycars to drive and by farthe most beautiful. I'vealways loved Italian carsbut have stayed away

from them as they havebad reputations here inOz, but on reflectionneither my Triumphs norPorsches were veryreliable, so what the hell!

I'm totally besottedwith the Maz and sinceits purchase have beenreading everything I canget my hands on aboutthe marque and Italiancars generally. Enter yourmagazine, which I boughtin December. What arevelation it is: reallyinteresting and well-written articles withoutdenigrating one makeover another, but treatingall auto-lovers with thesame respect. I love yourmagazine and read itfrom cover to cover. Ireally wish I could havebeen at the auto showsdescribed in your articlesand pored over so manybeautiful cars.

Thank you for a reallygreat magazine with such

interesting articles. Keepthem coming – especiallyabout Maseratis. David BurnellPerth, Western Australia

SAFARISNAPPEDBy coincidence I haverecently been scanningsome of my 35mmtransparencies from myearly 1970s visits to theGeneva and Turin MotorShows. Your two Fulviacomparison article byPeter Nunn (December2019 issue) wasparticularly interesting 45years on, as I'd pictured abrand new Fulvia Safari'fresh out of the box' atthe November 1974 TurinMotor Show.

My photo shows theshow car without mattblack bonnet but withblack painted wheels.BMC Mini and Ford Escortworks rally cars had thesensible/cool matt blacklook at least five yearsprevious. For its special900-off edition, wasLancia trailing behind thefashion of the day? Orwas there a long (andexpensive) optionalextras list featuring mattblack bonnet/boot finishto earn the company afew more lire? Ian Hunt

RACY GIULIA Love the magazine. Withthe reference to thefeature on the revisedGiulia and Stelvio (January2020 issue), you can haveRace mode sound in anyof the four DNA modes ofthe Quadrifoglio. I havehad one new since April2017 and got AHM ofHartley Wintney (01252845717) to allow me thepleasure of Race modesound in all of the threenon-Race modes. Thecost was £300 and it onlytook an hour. Highlyrecommended. I have iton all the time! AHM alsooffers other Quadrifoglioupgrades.Roger Sampson

IT’S MYMONTREALMy son gave the newChris Rees/Auto Italiabook, Alfa Romeo Coupesand Spiders in Detail, forChristmas and I wassurprised and delightedto see my Montreal (MOH35) featured on the backcover and in the

photographs illustratingthe Montreal section. Ihave owned the car for27 years, during whichtime it has won numerousconcours events,including many class winsat AROC National Day andit was once overallrunner-up. It also wonBest Car twice and wasrunner-up once at theItalian Car Day atBrooklands over its manyyears of being on displayin the paddock. Phil Wardonce said that it wasprobably the bestMontreal in the countrybut I think that it has nowbeen overtaken by one ortwo more recentlyrestored cars. My car hasbeen a bit out of sorts fora couple of years and hasbeen out of circulationbut is now away beingsorted for next season.

Congratulations on yourexcellent book, which is avery valuable addition tothe Alfa library. I lookforward to seeingeverybody in the new season.Charles Lumby

L’Alfasud de Mon PereBy Jean-Luc ArmagnacqETAI£25

Italian car enthusiasts willdoubtless be aware of theexcellent series on Fiatmodels by Alessandro

Sannia, as well as thoseby Giorgio Nada in itsseries, Le Vetture CheHanno Fatto la Storia(‘Cars That Made History’).Well, the French have theirown counterpart,published by ETAI, in thedeservedly popular ‘De

Mon Pere’series. Whilemost titlesare aboutFrench cars,Italianmodelscoveredinclude theFiat 500 and850, as wellas theAutobianchiA112.

Now ETAI has releasedL’Alfasud de Mon Pere.Always researchedextremely thoroughly,photographs are notrehashed from previousbooks but show manyfrom other sources, andthe Alfasud editionfeatures numerous onesfrom the Alfa RomeoMuseum, as well as periodadvertisements, thusgiving a wide-rangingperspective, as well ascovering extensively thesporting career of theAlfasud. Likewise thetechnical specificationseven include chassisnumber sequences andcolour lists. It coverssaloons, the Giardinetta

estate and even theAutodelta-assistedBimotore, plus specialeditions, some of whichmany readers will nothave previously heardabout. It is a fascinatingread and the printing ofthe photographs on niceglossy paper is to ETAI’susual high standard.

There is one small ‘but’– this 120-page French-text hardback book omitsthe Sprint variations,whereas the Giorgio Nadabook on the Alfasudoffers a full description ofthe whole range. The twobooks are therefore quitesimilar, the ETAI editionbeing more ‘packed’ withinformation whereas the

Nada version is arguablya more polishedproduction, albeit soft-backed. However, it is notunknown for ETAI toreprint later with extrachapters, so it’s entirelypossible that the Sprintmodels will be included ata later date. Thisomission does notdetract in any way fromthis new book which willbe a worthwhile additionto any enthusiast’slibrary.

As a codicil, ETAI willsoon publish a new bookon the Fiat Panda ‘Classic’to coincide with the 40thanniversary of the car’slaunch. – StefanoCoprimozzo

BOOKSHELF

auto italia80

Giovanni Michelotti – A Free StylistBy Edgardo Michelotti &Giancarlo CavalliniFondazione Negri£55

We have been waiting along time for a book onGiovanni Michelotti, whois probably the world’smost prolific car designer.We understand that the

Michelotti family wantedhis story to be definitiveand completely accurate,and waited until thefamily archive wasproperly organised. Thisbook, co-written by thedesigner’s son, EdgardoMichelotti, deliversprecisely that.

So – prolific, you say?Indeed. Between the1930s and the end of the1970s, Michelottidesigned in excess of1200 cars – not justprototypes but a hugenumber of models that

came to market. Mostenthusiasts can reel offthe designs he did forTriumph, including theTR4, Spitfire, Stag, 1300and 2000. Many will alsoknow he did a lot of workfor BMW and DAF, as wellas designing countlesscoachbuilt specials.

So how come a manwho worked so tirelesslyis so little known? Simplybecause he chose towork freelance for mostof his life, rather thansetting up his own studio.He was commissioned,usually anonymously, bythe likes of Farina,Vignale, Allemano, Morettiand Cisitalia, and hiscoachwork gracedmarques as diverse asBugatti, Ferrari, Maserati,Saab and Abarth.

This gem of a hardbackcomes with its ownslipcase. It is not only big(288 pages long) but alsogloriously produced. Itdraws heavily on the

Michelotti HistoricalArchive of over 10,000images and 6000drawings. That’s quitesome back catalogue ofmaterial, andunsurprisingly only a tinyfraction makes it into thebook – some 433 imagesin total – but what imagesthey are! We guaranteethat you’ll find dozens ofprojects in here that younever even knew existed.

The text is not so muchabout the carsthemselves as the manwho designed them.Through his son, we hearwonderful anecdotes andhistorical notes, makingthe book easily readable.

You can order it from theNegri Foundation online atwww.negri.it or by emailinginfo@negri.it – but makesure you order the correctedition, as two areavailable: one in English,the other in Italian.

Giorgio Molinari & TheBackstage Heroes ofSportscar Design inModenaBy David RodriguezSanchezDRS€45

Never heard of GiorgioMolinari? Don’t worry: norhave many people

outside the industry. Butyou absolutely shouldknow more about thisprodigious Modena-bornengineer whose stellarcareer blazed through thehearts of brands likeMaserati, Ferrari,Lamborghini, De Tomasoand ATS.

Molinari was amechanical geniuswhose talents led todozens of iconic Italiansports and racing cars.At Maserati, forinstance, he was pivotal to the 250F,Birdcage, 3500GT,Quattroporte, Indy andBora. At ATS, he helpeddevelop the 2500GT andTipo 100F1, and thenSerenissima's 308V.

He next moved toFerrari, where he was oneof the men behind theDino. Then came De

Tomaso, where heworked on thePantera, Deauvilleand Longchamp.Back at Ferrari again,he played a majorrole in thedevelopment of theMondial andTestarossa, while atLamborghini he wasinvolved with theCountach, LM andDiablo, plus BMW'sM1. Many previously

unknown projects aredescribed in this book –notably some incredibleLamborghini prototypes(four-door Espada andCountach 4x4, anyone?).

Although written by aSpanish author, the textis in English and Italian,and is mostly very easyto read. Quite a lot of thetext takes the form offascinating personalletters about Molinarifrom his contemporaries,such as Ermanno Cozza,Mauro Forghieri andGiampaolo Dallara.Among the 270illustrations are someabsolutely amazing,never-before-seenimages, notably ofMaserati, Lamborghini,De Tomaso and ATS.Overall, this is a splendidaddition to theenthusiast’s bookshelf.

Alfa Romeo Owners’ Clubwww.aroc-uk.comAlfaowner.com Clubwww.alfaowner.comAlfa Romeo Association of Californiawww.alfaromeoassociation.orgAlfa Romeo Club Quadrifoglio Belgiumwww.clubquadrifoglio.beAlfa Romeo Owners’ Club of Canadawww.alfabb.comAlfa Romeo Owners’ Club AustraliaVictoria Division. The most active andpassionate owners in Australia.www.alfaclubvic.org.auAlfa Romeo Owners’ Club Australia(South Australian Division)www.alfaclubsa.org.auMalcolm Ebelmembership@alfaclubsa.org.au Abarthistiwww.abarthisti.co.ukwww.abarthforum.co.ukAbarth Owners ClubOn-line club for owners, fans andenthusiasts of the Abarth brandwww.abarthownersclub.comDe Tomaso UK Drivers’ Clubwww.detomasodc.co.ukFerrari Owners’ ClubCavallino House, 2 Church Way, Whittlebury, Northamptonshire, NN12 8XSgary.dearn@ferrariownersclub.co.ukwww.ferrariownersclub.co.uk

Fiat Club Americawww.fiatclubamerica.comFiat Club Africawww.fiatclub.co.zaFiat Club of New South Waleswww.fiatclub.com.auFiat Club of Victoriawww.fiatclub.org.auFiat & Lancia Club of Western Australiawww.fiatlancia.org.auFiat 500 Clubwww.fiat500club.org.uk

Fiat 500 Enthusiasts Club GBwww.fiat500enthusiasts.co.ukSporting Fiats Clubwww.sportingfiatsclub.comFiat Barchetta UK Owners’ Clubwww.fiatbarchetta.comFiat Forum www.fiatforum.comFiat Multipla Owners’ Clubwww.multiplaowners.co.ukFiat Cinquecento & Seicentowww.clubcento.co.ukFiat X1/9 Owners’ Club www.x1-9ownersclub.org.ukFiat 127 Forum www.fiat127.comFiat 131 Mirafiori Forumwww.131mirafiori.comThe Fiat Coupe Club UKwww.fccuk.orgFiat Punto Forumwww.puntosports.co.ukThe Other Dino (Fiat)Brian1Boxall@btinternet.comFiat ScotlandScotland’s dedicated Fiat communitywww.fiat-scotland.comLamborghini Club UKmembership@lamborghiniclub.co.ukwww.lamborghiniclub.co.ukLancia Motor Club GBContact: Sarah Heath-Brook 31 Creffield Road, Colchester, CO3 3HYmembership@lanciamc.co.ukLancia Montecarlo Consortiumwww.montecarlo.org.ukInternational Association of LanciaClubs www.viva-lancia.comClub LanciaSportwww.lanciasport.comStratos Enthusiasts Clubwww.stratosec.comMaserati ClubDave Smith admin@maseraticlub.co.ukwww.maseraticlub.co.uk Sports Maserati ClubMatthew Yates www.sportsmaserati.comNorthern Ireland Italian Motor Clubwww.niimc.netItalian AutoMoto Clubwww.italianAutoMotoClub.co.ukItalian Made Cars Clubwww.italianmadecarsclub.org.auScuderia Italian Car Club South Australiawww.scuderiaitaliancarclub.asn.au

May 24

AROC South West Alfa Day

Helicopter Museum,

Weston-super-Mare

www.aroc-uk.com

May 30

Club Lancia Sport

London-Brighton Run

clublanciasport.wixsite.com/

lanciasport

III June 2-7

Modena Cento Ore

Modena, Italy

www.modenacentooreclassic.it

June 6

All Italian Car Breakfast

Departure Lounge, Alton GU34 4BH

thedepartureloungecafe.co.uk

June 13

Classic Alfa Trackday

Goodwood, Sussex

classicalfa.com

June 19

MiTo 12 Trackday

Curborough Sprint Course

www.aroc-uk.com

III June 26-28

Stella Alpina Rally

Trentino, Italy

www.stellaalpinastorica.it

July 5

AROC National Alfa Day

Bicester Heritage, Oxon

www.aroc-uk.com

July 12

Auto Italia, Northern Italian Car

Day. Raby Castle,

County Durham

www.auto-italia.co.uk

July 19

Auto Italia Supercar Day

Brooklands Museum, Surrey

www.auto-italia.co.uk

July 24-26

Lancia Motor Club National

Rally & AGM

Thame, Oxfordshire

www.lancia.myzen.co.uk

August 1

All Italian Car Breakfast

Departure Lounge, Alton GU34 4BH

thedepartureloungecafe.co.uk

September 27 (NEW DATE)

Auto Italia, Italian Car Day

Stanford Hall, Leics

www.auto-italia.co.uk

September 25-27

FFFEAR2020 (Lancia Motor Club)

www.lancia.myzen.co.uk

October 11

Auto Italia, Motorsport Day

Brooklands Museum, Surrey

www.auto-italia.co.uk

February 21-23

Race Retro

Stoneleigh Park, Warks

www.raceretro.com

March 25-29

Techno-Classica Essen

Essen, Germany

www.siha.de

March 27-29

Restoration & Classic Car Show

NEC Birmingham

www.necrestorationshow.com

April 4

All Italian Car Breakfast

Departure Lounge, Alton GU34 4BH

thedepartureloungecafe.co.uk

April 6-7

Goodwood Members’ Meeting

Goodwood Circuit, Sussex

www.goodwood.com

III April 16-19

Terre di Canossa Rally

Salsomaggiore Terme (Parma)

www.canossa.com

April 17

Lancia Motor Club

Ireland Annual Rally

www.lancia.myzen.co.uk

April 24-26

Lancia Motor Club GNW 2020

Lancashire

www.lancia.myzen.co.uk

May 2

Auto Italia, Italian Car Day

Brooklands Museum, Surrey

www.auto-italia.co.uk

May 3

AROC Scottish Italian Car Day

Hopetoun House,

Sth Queensferry

www.aroc-uk.com

III May 13-16

1000 Miglia

Brescia, Italy

www.1000miglia.it

May 16-17

Beaulieu Spring Autojumble

National Motor Museum

www.beaulieu.co.uk

May 21-24

3ma20 – International Fiat 131

Owners Meeting

The Netherlands

131mirafiori.com

May 21-26

Sliding Pillar Rally

(Lancia Motor Club)

Scottish Islands and Lochs

www.lancia.myzen.co.uk

III May 22-24

Concorso d’Eleganza Villa d’Este

Lake Como, Italy

concorsodeleganzavilladeste.com

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models.membership@fiatmotorclubgb.co.uk;

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Alfa Spider Group test 79Alfa Spider Group test S4/916/Brera Spider 186Alfa Spider (Unleaded conv) 25Alfa F1 179 vs Tornado etc 28Alfa INDY car 207Alfasuds 42/72Alfasud (Golden Oldie) 110Alfasud V6 Alitalia (Colvil) 150Alfasud 7 car test 151Alfasud Engine Feature 177Alfasud Trofeo 219Alfasud 1.2 Ti 226Alfasud Buyers’ Guide 259Alfasud - Giugiaro 265Alfasud Club Racer 279Sudsprint (Time Machine) 185Sudsprint Buyers’ Guide 37 Sudsprint Racer (Lewis) 86 Sudsprint 3 car test 138 Sudsprint 1.5 Veloce 275 33 Buyers’ Guide 2833 AKK Motorsport 3833 Turbo Alfa Aid 4133 Buyers’ Guide 11133 P4 (Time Machine) 173Classic Saloons: Giulia Super 1.6 /2000 Berlina / Alfetta 1.8 / Giulietta 2.0 188Giulietta Turbo 123Giulietta (Time Machine) 171Alfetta 2.0 Saloon 231Alfetta GTV 2.0 Racer 115Alfetta GT/GTVs 14/41Alfetta GT 3 car test 95Alfetta GT Racers 3 car test 266Alfetta GTV6 + integrale ‘Ring 101Alfetta Turbodelta 107Alfetta GTV6 (Ron Simons) 135Alfetta Review 232Giulietta, Giulia Super, 2000 Berlina, Alfetta, Alfa 90 16Alfetta / Autodelta 198 Alfetta Turbodelta v 75 Turbo EVO v 155 Q4 237Alfetta GTS 270Alfetta Buyers’ Guide ‘72-’84 266Alfetta Racers (Jupe) 285Alfetta v Lancia Beta Saloon 287GTV6 Readers View 31GTV6 “Rare” 550bhp 52GTV6 (Lindsay) 66GTV6 South Africa 126GTV6 /33/156 Club Racers 133GTV6 2.5 V6 (Time Machine) 176GTV6 Buyers’ Guide 178GTV6 Buyers’ Guide 284GTV6 3 car test (Jupe) 210GTV6 v SZ v GTV (916) 238GTV6 3.0 V6 24975 Driver’s Choice 275 Owners View x 2 1975 ‘Progetto Cinque’ 2275 1.8, Tipo, Dedra 2575 Turbo Evo Presley’s Car 36 75 AROC Enzo’s car “Rare” 48 75 Turbo Humphrey’s car 58 75 Turbo Road car 58 75 Classic Choice 84 75 At the ‘Ring (Ron Simons) 93 75 3.0 V6 twin test (EMC) 13975 3.0 V6 vs 3.5 GTV6 15775 Buyers’ Guide 16775 Turbo IMSA (Arese) 17575 V6 Twin Test (Jupe) 21975 3 car Test 23975 3.0 v Giulietta V6(Jupe) 26275 VS GTV 3.0 VS Giulietta 26675 3.2 24V Track Day (Porter) 266 75 3.2 24V Track Day (Porter) 278 75 LE 273 Alfa SZ + Zagato Story 13Alfa RZ vs 3.0 Spider 26Alfa SZ/RZ Guide 41Alfa SZ 3 car test 100Alfa SZ 24v Supercharged 136Alfa SZ Buyers’ Guide 167Alfa SZ (Time Machine) 191Alfa SZ vs Stelvio (Zagato) 198Alfa SZ VS RZ 266Alfa SZ v K Coupe v Shamal 274145 1.7 16v 2145 CL vs BMW 318Ti 12145 1.8TS 19146 145 Team Cars 116146 + 145 Buyers’ Guide 103

1900 SS 1761900 Ti (Pininfarina) 2021900 Disco Volante 641900 Disco Volante 2301900 Pinin Farina x 2 2361900 Berlina 2722000 Sportiva 1252000 Sprint 212Alfa Twincam engine feature 137Alfa Twinspark engine feature 1451750 GT Prototipo 132Giulia Sprint Veloce Zagato 36Giulia Sprint Veloce Zagato 195Giulietta Sprint Veloce ‘Goccia” 94Giulietta Sprint Veloce v GT Q2 147Giulietta Sprint Barn Find 223Giulietta Sprint Bertone 228Giulietta Sprint Zagato 50Giulietta Sprint Zagato (Turin) 282Giulietta Spider 28Giulietta 50th Birthday 97Giulietta Ti 233SZ Coda Tronca 268LDS Formula One 69Giulietta Sprint Speciale 205Giulietta Sprint Speciale 274Giulia SS 18/140Giulia Spider (B&W) 167Giulia Spider (Concours) 253Giulia Spider Veloce Racer 259Giulia or Giulietta? 242600 Sprint 16 2600 Spiders 51 2600 Spider v Lancia Flaminia 2552600 SZ 56 2600 Berlina 286 TI Supers 38Disco Volante 2012 198Canguro 205TZ2 1966 43TZ1&1/2 62TZ1&1/2 History + Prototypes 276TZ1 179TZ2 135TZ3 185Montreal v Dino v Citroen SM 14 Montreals 47 Montreal (Modified) 81 Montreal v Dino V Biturbo 159 Montreal Buyers’ Guide 174 Montreal V8 Engine Feature 187 Montreal Group 4 Autodelta 263 1900 Matta Jeep 471900 Matta Jeep 1261900 Matta Jeep ‘AR51’ 2462300 RIO 106Alfa 90 and Alfa 6 62Alfa 90 and Alfa 6 162Alfa 6 97Alfa 90 102Junior Zagato 128/271B.A.T 11 Bertone 146Gransport Quattroruote 241Berlinas 48Alfa Saloons: Giulietta, Giulia Super,90, Alfetta, 2000 Berlina 16Giulia Super Dutch Trofeo 35Giulia Super “Carabinieri” 129Giulia Ti Super Racer 98Giulia Super 34Giulia Super,TI & Nuova Super 76Giulia TI Super (Factory car) 196Giulia Coupes 82Giulia Dossier (105) 235Bertone GTV 36Giulia Sprint GT Tripletest 65Giulia 105 Series 3 car test 208Giulia (105) GTC 53GTAm/BMW 2002 Replicas 25GTAm 1750 39GTAm Turbo (Giordanelli) 44 GTAm 1300 Peter Crutch 55GTA (Track Test) 70GTA vs Lotus Cortina 77GTA (Tipler) 159GTA 105 through to 155 197GTA 105 Giulia Sprint GT 203GTA-R 290 (Alfaholics) 252GT Junior/Fulvia/124 Coupe 147GT Junior with 75 Engine 247Spider Duetto/ S3 vs Fiat 124 116Junior Zagato 45 Spider Duetto 272Giulia Spider (105 Prototype) 121Alfa Spider 105 (Time Machine) 193Alfa Spider 105 series 11

ABARTHAllemano 2400 and 2200 19Abarths at Monza 1998 19Abarths at Silver Flag 85Radbourne Abarth 1300 21595SS 118595SS Classiche Kit 287750 Zagato Dubble Bubble 60750 Zagato Record Monza 196750 Zagato Record Monza + 750Zagato Dubble Bubble 258850 Allemano Spider 50Abarth 1000 SP 37Abarth 2000 SP 165/250Abarth Osella PA1 30Abarth Osella PA2 89Abarth Osella PA2 Nordschleife 144Abarth 1300 OT 43Abarth OT 1300 93Abarth Simca 1050 Corsa 222Abarth Simca 1300 119Abarth Simca 1300 OT 143204A Cisitalia Abarth 199205A 220207A Boano 481000 Bialbero 501000 TCR 1061000 TC 145/2641000 TC v 600 Modified 238Abarth Tipo 139 197Abarth Tipo 140 2011500S 2172200 Allemano Spider 1472400 Allemano (Carlo’s car) 288850, 1000 OTR 551000 Berlina Corsa /Abarth Simca2000 / 500 Esse Esse 167750 GT Zagato / 500 Trofeo / 124Stadale / 1000TC (VBH) 168850TC Nürburgring 103850 Allemano 58OT 1600 (rep) 235Scorpione Corsa Prototipo 141Lombardi Grand Prix 265Abarths at Monza 58Autobianchi A112 75/270/217Ritmo (Alitalia) 90Ritmo Group 2 229Formula Italia 90Formula Abarth 033 138124 Abarth Rally 67124 Abarth Grp 4 Rally x2 73124 Abarths x3 145124 Abarth Rally 196124 Abarth Rally Group 4 214124 Abarth Rally Targa Florio 257124 Abarth/Fulvia/Alpine 32 Polish/124 Group 4 Abarth 38San Remo Rally 124 Abarth 47124 Abarth Stradale 280131 Abarth Stradale 43 131 Abarth 53 131 Abarth/Integrale/Coupe 58 131 Abarth Alitalia 68 131 Abarth (San Remo) 81131 Abarths x3 178 131 Prototypes 215131 Abarth Diesel 231131 Stradale v Group 2 251131 Alitalia v Stratos v Fulvia 273131 (Martin Holmes) 284X1/9 Prototipo 130Abarth Rally Range 2004Panda/Stilo/S1600 96Panda Rally EVO 2007 136Stilo WRGB 2005 /2006 101/129Stilo Trofeo Abarth 193Grande Punto S1600 183Grande Punto S2000 134/253Grande Punto Italy launch 138Grande Punto Abarth Sanremo 141Grande Punto Abarth Belgium 143Grande Punto Abarth SS UK 149Grande Punto Abarth SS 162Grande Punto Abarth v 130TC 158Grande Punto Abarth v Mito 171Grande Punto Abarth v Mito CL 177Grande Punto Abarth EVO 173Grande Punto Abarth Guide 267500C Abarth 173500C Abarth/Punto Abarth EVO 175Abarth Grande Punto EVO 197Abarth Punto EVO Scorpione 224500 Abarth 2008 Italy launch 148500 Abarth 2008 UK launch 156500 Abarth Trofeo Brands (VBH) 166

500 Abarth Trofeo Cadwell 170500 Abarth Trofeo GB Race 1 171500 Abarth Trofeo GB (CBH) 175500 Abarth Trofeo GB Roundup 181500 Abarth (Forge) 179500 Abarth SS Hillclimb UK 182500 Abarth ‘Polizia’ 204500 Buyers’ Guide 218500 595 695 Buyers’ Guide 271Abarth 595 by Oakley Design 213Abarth 595 by Oakley/TMC 218Abarth 595 SS (2019) 281/287Abarth 595 New V Old 216Abarth 695 Biposto 229Abarth 695 New V Old 251Abarth 695 Rivale 273Abarth 695/SS/Biposto/Tributo 283Abarth Classics at Franciacorte 181Abarth Classics at Franciacorte 191Abarths 124 MY2017 248Abarths 124 R-GT v Ex-works 124 Group 4 259Abarth Classiche 255Abarth MY2017 range test 257Abarth 124 Spider 265Abarth 124 Spider Buyers’ Guide 275Abarth 124 GT 268/278Abarth at 70 (Castle-Miller) 279Abarth 15 best road cars 279Abarth 70 years of Racing 281Abarth Days Milan 286

ALFA ROMEO100 Years of Alfa Romeo. Pt1 167100 Years of Alfa Romeo. Pt2 168 100 Years of Alfa Romeo. Pt3 169 100 Years of Alfa Romeo. Pt4 170 Autodelta 209 Autodelta at 50 GTA/TZ1 test 214 Alfa Romeo prototypes (TZ3) 171 Alfa Romeo Commercials 192 Alfa Romeo at Balocco P3/1300GTA/155DTM/Disco Volante 173 SE048 (Group C racer) 106 G1 264 RLSS 49 RL 2136C 1750 38 6C 1750SS 117 6C 1750SS (1929 Mille Miglia). 2266C 1750 189/225 6C 2300 Replica 756C 2300 Aerospider 2016C 2300 Mussolini 1276C 2500 Freccia d’Oro 50 6C 2500 by Castanga 1346C 2500B Mille Miglia 155 6C 2500S 156/229 6C 2500SS 187 6C 2500 Competizione 243 6C 3000 Superflow 285 Nardi-Danese 6C2500 318C 2300 Tim Birkin 278C 2300 (Spitzley) 56 8C 2300 244 2900A 838C 2900B 258C 2900B Le Mans 2678C 2900B Spider 2488C 2600 at Spa 1148C 2600 Simon Moore 1428C Tipo B/Montreal/8C Comp 1498C 2300 v 8C Competizione 1638C 2300 v 8C Comp Spider 2838C Engine Feature 1518C Tipo B ‘P3’ 253Alfetta 159 meets Maserati 8CL 14Alfetta 159 24Alfetta 159 Track Test 87Alfetta 12C 101Bimotore 95Clemar Bucci 2500SS 19 1900CSS 15 Tipo 33 Stradale 40/164Tipo 33/3 56/111/188Tipo 33/2 194Tipo 33 Daytona 109Tipo 33 TT12 113/258Tipo 33 Concepts 124Tipo 33 Elvio Deganello 2041900SS Ghia Coupe 221900 SSZ 801900 SSZ ‘Lopresto’ 2171900 Golden Oldie 1151900 C SS 151900 C SS BOANO 1955 266

145 Cloverleaf/Bravo HGT 42145 Cloverleaf/Bravo HGT 180145 CL Fleet report 54145 vs 33 vs Mito 160145 Buyers’ Guide 198145 Turbo by Autodelta 249146 1.6 Junior 32146 Ti vs Audi A3 30146 2.0 Racer 76147 Pre-launch test 51147 Italy launch 55147 5-door + 2.0 Manual 59147 Selespeed vs BMW 316 63147 5-door 1.6 + 2.0 68147 GTA 76147 GTA Road Test 79147 GTA Road Test (Steve Berry) 87147 GTA x 2 Autodelta 102147 GTA Cup Track Test 92147 GTA Modified 253147 GTA/Integrale/Coupe 20vT 164147/156 Monza Sport 70 147 1.6 Turbo (Autodelta) 78 147 Rally Car SS1600 86147 1.9 jtd 16v 90147 Range test 2005 101147 Facelift 2005 105147 Buyers’ Guide (Soper) 114147 + GT Q2 127147 JTD 24hr racer 131147 Collezione 132147 Collezione + GT Blackline 145147 Sport + GT Q2 137147 JTD-M by Janspeed 149147 Buyers’ Guide 150147 5 car group test 184155 ITC 11155 ITC (Arese) 143155 2.5 V6 ti (Martini) 213155 Buyers’ Guide 24/68/201155 Q4/Dedra integrale 32155 Q4/Delta integrale EVO 284155 4 car group test 150155 / 156 / 159 Saloons 183155 BTCC 231155 BTCC 283155 DTM Drive at Goodwood 260155 GTA 271164 3.0 V6 v Thema 16v Turbo 17 164 Twin Spark 22164 Guide 49164 Racer (Soper) 78164 Buyers’ Guide (Soper) 105164 bimotore 107164 Procar 142164 Procar 288164 v Croma v Thema v Saab 153164 (Time Machine) 188GTVs Modified (Autodelta 1997) 17GTV 2.0 16v J10 (Autodelta) 22 GTV 3.0 203.0 GTV Spider vs RZ 2624v V6 GTV 14/2924v GTV vs Lotus Elise 43Spiders New & Old 35Spider Duetto vs 939 152Spider 2.0 TS Fleet Report 209Spider 105 S4/916 2.0/939 JTS 221Spider group test 916 256V6 Coupes Alfetta/916/Brera 153V6 Engine Feature 153Busso V6 Profile 284GTV Cup 39GTV Cup (Road Car) 65GTV Cup v Fiat 20v Turbo 224GTV Cup v Fiat Coupe v Brera 275GTV (Autodelta) 50GTV LMA/AROC Racers 85GTV6 LMA Racer (Soper) 112GTV6 3.2 V6 in Italy 90GTV6 (916 V6 + 2.0TS facelift) 92GTV (916 Buying Advice) 96GTV (916 Buying Advice) 143GTV (916 3.0 Team Cars) 119GTV (3.0 Supercharged) 122GTV6 3.2 Buyers’ Guide 152GTV6 v integrale v Coupe 20vT 155GTV6 916 Series Group Test 244GTV6 916 3.2 facelift twin test 284155 2.0 + V6 SZ & 33 20156 Supercharged (Engstler) 23156 Launch 18 156 in Spain 20 156 Hormann 25 156 Superturismo 25 156 ETCC track tect 91

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The Range 164 / 75 & GTV 26 156 2.5 27156 JTD vs 156 1.8TS 28156 Group N 29156 Group N (Powermods) 69156 Selespeed 33156 2.0 Selespeed (SW) 70156 vs Audi A4 Quattro 33156 Q system/Selespeed 34156 1.9 JTD 41156 2.4 JTD 67156 Buyers’ Guide 44156 Buyers’ Guide (Soper) 138156 Sportwagon 45156 Corsa 46156 Sportwagon JTD 47 156 Sportwagon JTD 16v 175 156 Sportwagon 48 156 Group N Racer 49 156 Superturismo Track Test 81 156 + GTV (Autodelta) 50 156 Sportwagon 1.6 53 156 Tarox & Zender 52 156 Red Dot brake test 53 156 / 147 Monza Sport 70 156 GTA Launch 69 156 GTA Sportwagon 71 156 GTA Saloon 79 156 GTA Bridgestone tyres 82 156 GTA Monzasport 112156 GTA Buyers’ Guide 160156 JTS Sportwagon (Selespeed) 73 156 JTS S/Charged Autodelta 124156 V6 vs 2.4 JTD (OBD tuning) 82 156 2.0 JTS (2002) 83 156 Giugiaro Facelifted (1.9jtd) 84 156 Drivedata remaps 89 156 20v M-Jet (2003) 93 156 2.4 M-Jet (Tunit) 97 156 GTA AM (Autodelta) 100 156 Buyers’ Guide 102 156 2.0 TS HBE Suspension 103 156 3.7 South Africa 128 156 GTA/TSpark/V6 24v/JTD 172 156 GTA 4 car test 199 156 GTA 3.7 by Autodelta 215 156/166/147/GT Range 2005 103156 Ti Buyers’ Guide 182156 Buyers’ Guide Twinsparks 203156 GTA (Supercharged) 281156 GTA V 164 Cloverleaf (Berry)284156 Auto / GT /156 GTA 240156 2.5 V6 SW Auto Jap Import 276166 News pages 24166 International Launch 27166 UK Launch 32166 3.0 V6 24v 37166 2.0 Twin Spark 49/71166 Let’s go to Italy 52166 3.0 24v V6 Super 54166 Germany Launch 88166 TI (2.0 TS Lusso) 94166 Supercharged by Autodelta 134166 Buyers’ Guide 148166 Dossier 251V6 Saloons 164/166/159. 158V6 Saloons Group Test155/156/164/166/159. 2181997 Scighera 33Science Museum Exhibition 67Gippo Salvetti (Blue Team) 72New Alfa Imports 81GT (2004) 89GT (2004) JTS 94GT (2004) 1.9 jtd 16v 95GT 3.2 V6 Novitec 110GT Novitecrosso 1.9 16v M-jet 99GT 3.2 V6 (Autodelta) 106GT 1.9 jtd 16v Novitec 141GT Q2 v Giulietta Sprint Veloce. 147GT Cloverleaf + 147 Ducati. 150GT 3 car test. 168GT Buyers’ Guide. 176GT 3.7 v 3.2. 233GT 3.2 v GTV v Coupe v 3200 265Brera (Ital Design Concept) 91Brera Italian launch 2005 113Brera / GT / 159 JTD-M 120Brera UK Launch 2006 119Brera Spider Launch Italy. 123Brera Spider Launch Morocco. 132Brera Spider J6 by Autodelta. 144Brera V6 Q4. 124Brera 2.2 at MBW. 130Brera Q Tronic. 133Brera S Prodrive. 146

Brera S Buyers’ Guide. 165Brera 3.2 V6 Vs GTV6 3.2. 181Brera 3 car group test. 227Brera V 8C. (Ray Hutton 280159 (John Simister) 105159 V6 (John Simister) 108159 V6 Range Test 109159 2.4 JTD-M 2.2 JTS 117159 Sportwagon Italy Launch 118159 Sportwagon 2.2 V6 Q4 122159 Ti 139159 V6 Q4 (Nordschleife) 141159 2.2 J4 Supercharged 153159 2.0 JTD-M 166159 1750 TBi 167159 1750 TBi SW 182159 1750 TBi v Giulia Veloce Ti 286159 5 car group test 190Brera S Supercharged /GT 3.7/1593.2. Autodelta (UK) 1668c Competizione 1398c Competizione Spider 1618c Disco Volante Spyder 248Alfa Range Test 2008 1404x4 33,155,159,164,Brera. 256Alfa Cloverleaf 5 car test 178MiTo Italian launch 147MiTo UK launch 155MiTo M430 by Marangoni 155MiTo Multiair 164MiTo Multiair Cloverleaf 171MiTo 1.4 TB vs Abarth Punto 171Mito CL vs Grande Punto Abarth. 177Mito Buyers’ Guide. 189Mito Carbonio (Monzasport). 191Mito 5 car group test. 193/257Mito TwinAir. 200Alfa Giulietta Italian Launch. 170Alfa Giulietta UK Launch. 175Alfa Giulietta + Mito MY2014. 215Giulietta Marangoni G430 183Giulietta TCT Launch 194Giulietta TCT 196Giulietta 3 car group test 197Giulietta Buyers’ Guide 216Giulietta + Mito QV 223/229Giulietta Sprint New and Old 227Giulietta 4 car test (mod) 2634C 184/211/214/2204C (Jamie Porter) 2304C Modified (Jamie Porter) 2464C Modified (Jamie Porter) 2824C v 8C 2234C SBK 2364C Spider (News) 2294C Spider 2344C Spider RHD 2414C Spider Buyers’ Guide 265Alfa Club Racers 2012 200Alfa Club Racers 2015 234Alfa Museum Revival 2014. 229Alfa Museum Visit 2017. 262Alfa Buyers’ Guide Special Issue.Giulietta, Mito, Brera, 159Ti, 147, GT, 156 GTA, 156 Ti,GTV 3.2, 166, SZ. 229Alfa Buyers’ Guide Classics Special Issue. 1750 GTV,Montreal, GTV6, 75, 155, GTV 916,147 GTA, 156 GTA, 242Giulia Special. 101/750 Series, 105Berlina, SS, 105 Bertone, GTA, TZ1,TZ2, MY2017 Giulia QV 254Giulia 2015 Museum Launch 235Giulia 2015 Balocco Test 245Giulia Super 248Giulia 2016 UK Drive 255Giulia 2017 Veloce 259Giulia Veloce 261Giulia Veloce Ti 281Giulia Buyers’ Guide 281Giulia 2017 QV by Celtic Tuning 260Stelvio Italian Pre-Launch. 254Stelvio Italian Launch. 256Stelvio UK Launch. 262Stelvio on the Stelvio. 272Stelvio Quadrifolgio 264/268/275Stelvio QV Vs Giulia QV 283Stelvio 2020 + Giulia 2020 287Police Cars last 60 years. 258Alfa Romeo F12 van 261Alfa Romeo F1 group test 270Alfa Romeo 8cyl group test 277Tonale (News) 280

CISITALIACisitalia 202 92Cisitalia 202 Nuvolari Spider 241Cisitalia Voloradente 202Cisitalia 360 Grand Prix 225Cisitalia Automobili 226

DE TOMASOMangusta 78Vallelunga 20/113Deauville 98Deauville (2011) 183King Cobra 136Pantera Racer 10/41 Racing Pantera vs Testarossa 26Pantera owners view 44Pantera Restoration 68Pantera Si 100Pantera 228Guara 28 Guara Spider 40 Guara Coupe 60 Guara Barchetta 60 Guara Switzerland 103Mangusta/Qvale 47Mangusta/Pantera/Guara. 164Mangusta (Ex Freddy Moss). 202Longchamp vs Kyalami 64Factory Collection 72P72 284

FERRARIAuto Avio 815 208125 S 266Ferrari V12 Engine Feature 150Supersqualo 24Ferrari 246 vs 250F 172196S (rep) 91 195 + 196 21 Dino 196SP 284 195S Coupe by Ghia 143 156 F1 Sharknose 93166 Fangio’s first 51166 F2/FL 240166 Mille Miglia 153166 Mille Miglia Ch.0066 180166 Mille Miglia Ch.0314M. 183166 MM Fontana Ch.024. 255212 Export Mille Miglia 2010. 169212 Inter Coupe. Ch.0257 219212 Inter Coupe. Ch.0137E 229212 F1. 216340 America 10/45/158340 / 375 MM Ch.0320 207335 S Ch.0674 241500 Mondial 12 500 Mondial 239 250 California/Mistral 30250 California Guide 47 250 California Spyder 128 250 California Spyder x 2 148 250 California Concours Winner 215 250 GT Boano 34250 GT Boano x 3 243250 GT prototypes 2250 GT/GTO 92250 Europa Ch.0313 238Dino 246 Tasman 174Dino 246S 60Dino 246S Ch.0784 144250 GT Pininfarina Coupe 38250 GT Pininfarina (Bowtie) 270250 GT Pininfarina Collectors’ Guide 255250 GT Cabriolet 220250 GT Drogo 69250 GT Nembo Spider. 137250 GTE 101250 GTE Collectors’ Guide 263250 MM Mille Miglia 2010 174 250 SWB replica 52 250 SWB Stirling Moss 56 250 SWB at Spa 104 250 SWB Ch.2335 238 250 GT Sperimentale Ch.2653 20 250 GT TDF Ch.1309 14 250 GT TDF 151 250 GT TDF Ch.0585 (Disney). 227 250 GT Lusso (Fyshe) 42 250 GT Lusso 94/97 250 GT Lusso (4.0) 121 250 GT Lusso Concours Winner 193 250 GT Lusso Ch.4713 264 250 GT Coupe Speciale (PF) 277 250 Testarossa/206 SP (Fiorano) 90 250 Testarossa Ch.0714 161

250 Testarossa Ch.0738 173250 Testarossa 237206 SP Track test 133206 SP Maranello 197206 P Berlinetta Ch.0834 251206 Spider 220290 MM Ch.0626 170290 MM Ch.0626(News) 239290 MM Ch.0628 275410 S 32 410 Superamerica Ch.0671S 193 410 Carrera Messicana Ch.0594 199 268 SP Ch.0798 17330 P 124330 P Ch.0818 230330 LMB track test 24330 LMB 232330 GTO at Monza 67 250 GTO/Daytona Replicas 12 250 GTO (#3505GT) 16 250 GTO vs Jag E-Type 37 250 GTO vs 250 LM (Nord) 102250 GTO Goodwood Revival ‘09 165250 GTO Ch.4675 169250 GTO x 2 200250 GTO (#3505GT) 231 250 GTO (#3387GT) 252 250 LM 27/84/195 250 LM Ch.6045 195250 MM Ch.0344MM 22 250 MM Ch.0352MM 184250 MM Ch.0276 268250 Monza Ch.0432M 23 500 MD/TR 101500 TRC 137500 F2 139500 Mondial / Mille Miglia ‘08 160625 TRC Ch.0680 196750 Monza Ch.0552 20 750 Monza (ice racer) 89 750 Monza Ch.0492M 187 750 Monza 234 212E Montagna (Hillclimber) 73Dino Formula 2 Ralt 79275 GTS vs Nanchang 43 275 GTS/Aston Martin DB6 49 275 GTB/C Ch.09079 227275 GTB/C 44275 GTB (Celebration) 98275 Tour 100275 GTB/4 130/134275 GTB/4 (Ex McQueen) 223275 GTB/4C 235275 GTB/4C Ch.06885 260275 ‘NART Spyder’ 145275 GTS/4 ‘NART Spyder’ 211275 GTB Collectors’ Guide 258275 GTS Collectors’ Guide 272365P 64375 Plus Ch.0384 105375 Plus 218375 Ch.0388 181375 MM Ch.0490 182375 S Ch.0030 232375 S Ch.0030 232330 P 273330 & 365GTC 31330 GTS & 330 GTC 140330 GTC 231330 GTC Collectors’ Guide 253330 GT 2+2 Vignale 276 365 GTS 85/278365 GT 2+2 Bora vs Jensen 35 365 GT 2+2 Collectors’ Guide 270365 GTC4 vs Espada 36365 GTC/4 274365 GT 4 BB (Elton John) 280365 GTC/4 Spider 288Pinin (Four door) 144Daytona Spider 36 Daytona Spider by Straman 250 Daytona Group 5 107Daytona by Michelotti 146Daytona vs Ferrari 599 150Daytona ‘Pozzi’ V Road Car. 236Ferrari 365 GTB/4 Daytona 261NART Panther. 256246 Racer (Goodwood T Dron) 88246 GT/GTS 11246 GT 48246 GT vs Stratos 81246 GT Buyers’ Guide 163/238246 GT Classiche Feature 205246 GT/GTS Collectors’ Guide. 252246 GT/GTS 237Dino V6 Engine Feature 180

246 Dino vs Urraco vs Merak. 190246 Dino vs Lancia Stratos. 265246 Dino vs 308 GTB 50th. 273312 P 63 312 F1 30 312 T5 66 312 T3 80312 B3 “Spazzaneve” 129312 B2 F1 149330 P4 Can Am 161330 P4 Ch.0858 218P3/4 54P3 at Spa 118712 Can-AM 76712 Can-AM 254512 M ‘Sunoco’ 13512 M ‘Tergal’ Ch.1002 246512 S 55512 S/M 712 228512 S vs Porsche 917 163512 BBLM 40/155 365 Boxer vs Bora 4.7 78512 Boxer 23/114/254 512 BBi Buyers’ Guide 62 512 BB Buyers’ Guide 236512 BBi v Pantera v Bora. 154500 Superfast 228 365 GT4 BB Buyers’ Guide 179 365 GT4 BB 512 BB Testarossa 180 365 GT4 GT4 Targa (Eastwood) 267 512 Testarossa Reader’s Car 209 512 TR + 512 M Buyers’ Guide 277 Ferrari V8 Engine Feature 157308 GT4 18/26 308 GT4 vs Merak SS 50308 GT4 vs Urraco vs Merak 149308 GT4 LM (NART) 194308 Buyers’ Guide 43308 GT4 Buyers’ Guide. 219/234308 GTB/GTS Buyers’ Guide. 241308 GTB 126308 GTB Michelotto 181308 GTB Michelotto (Olio Fiat). 187308 IMSA Track Test 87308 Carma FF 201308 GTS vs Urraco 65308 GTS vs Jalpa. 162308 4 car test. 171308 Collectors’ Guide 266308E (EV) 281328 GTS v Porsche 911 19328 and 348 Buyers’ Guide 46328 Buyers’ Guide 147/231328 Racer (Barkaways) 281328, 348, 355, 360 82348 GTC/GTS 32 348 Spider/Mondial 58348 tb+ts Buyers’ Guide 243348 + 348 Challenge 274400 Buyers’ Guide 39400 Buyers’ Guide (Hackett). 112400 Cabrio by Straman. 138412 Buyers’ Guide. 190400/412 Buyers’ Guide. 233412 Reader’s Car 206Mondial 3.2/3.4 29 Mondial Buyers’ Guide 197/235Testarossa/Pantera (Racers) 26 Testarossa vs Countach 33 Testarossa Buyers’ Guide 244288 GTO Evoluzione 2/89/105/233 288 GTO v Porsche 959 18 288 GTO (Simon Park) 95 288 GTO V 488 GTB 257F40LM vs Bugatti EB110SS vs DiabloSV Roadster 176 F40 vs Bugatti EB110SS 15 F40 vs Porsche 959 34F40 vs Ducati 996SP 41 F40 Michelotto 76/214 F40 LM 189 F40 Buyers’ Guide 247 F40 at 30 262 355 vs Cobra vs 200NSX 26 355/Diablo/ AR F1/Tornado 28 355 Spider F1 29355 Challenge car 54355 Challenge (Rockingham) 70355 + 360 by Imola Racing 90 355 / 360 / 430 V8s 115 355 Buyers’ Guide 154/232 F355 Collectors’ Guide 268F355 25 years on 279365 Iding (355) 20 456 GTA 14 456 M GT 25

To order just email claire@gingerbeerpromotions.com or phone 01462 811115. £5.50 (UK) – £6.50Europe – £8.00 Rest of World Special package prices for any 3 issues £12 UK – £15 Europe – £18 RoW

456 Estate/Spider/FX 58456 M GT vs Daytona 66456 M GTA Buyers’ Guide 183/230 456 M Racer 195 F50 10F50 Track Test (Donington) 28 F50 Track Test (Rockingham) 68 550 Maranello 11 550 Maranello vs Vantage 22550 Maranello vs Aircraft 40 550 Maranello (Prodrive) 75 550 Maranello Buyers’ Guide. 209 550 Maranello Buyers’ Guide. 237 550 Barchetta (News) 54 550 Barchetta Track Test 65 575M (John Simister) 70 575M Manual (Steve Berry) 86 575M Novitec 112 575GTC 98 575GTZ 133612 Scaglietti 88/97612 Scaglietti (John Simister) 93612 Scaglietti/456/400 111612 Scaglietti Road Trip 123612 Scaglietti HGTC 129612 Scaglietti Buyers’ Guide. 246 Ferrari V12 Buyers’ Guide. 260 Ferrari by Alcan 30 Ferrari at Le Mans 18/26Ferrari at Le Mans (Historic) 80Ferrari at Imola 32 Ferrari at Monza 69 Ferrari at Shelsley Walsh 78 Ferrari at Fiorano 113Ferrari Supercars at Mugello 115Ferrari F1 13/18/47Ferrari F1 2000 78Ferrari F1 126C4 Track test. 168F1 Ferrari/Minardi Test 27 F1 Today and Tomorrow 32 F1 Season Round-up 53 Maranello Concessionaires 49 50 years of Ferrari Poster 38 Coys Historic Festival 41 333 SP (Derek Bell) 15 333 SP 45 360 Modena 37360 Spider 45/52360 Spider (Digitec) 75360 Club Fiorano Test 59360 Spider (Hamann) 63360 Challenge Stradale 85360 Manual vs Ducati 999 88360 Bi-Kompressor (Novitec) 96/100360 Racers x 2 104360 Modena (Manual v Gallardo) 182360 Modena Buyers’ Guide 240360 Modena v Gallardo 278F430 99F430 Spider 106F430 Spider (Phil Ward) 119F430 by Novitec 116F430 Vs Gallardo SE 122F430 Challenge Corse Clienti 125F430 Whisky Trail 128F430 Bi-Kompressor (Novitec). 132F430 Scuderia 138/153F430 GTC Team Modena. 156F430 Scuderia 16M. 164F430 Vicki Butler Henderson. 165F430/360/355/348/328. 205F430 Buyers’ Guide. 242Enzo 83/101Enzo vs Maserati MC12 158Ferrari/FIA GT Championship 03 87Ferrari Club Racers 208/355/360 94599 GTB Fiorano 120/142599 vs Daytona 150599 Drive Story 156599 HGTE 159/166599 Hybrid 172599 GTO 178599 Tribute Mille Miglia 188599 XX 217599 Buyers’ Guide 245 Ferrari Technology (Dron) 139California GT 2008 151California GT 2010 177California HS 197California T 223/242California T HS 244California Buyer’s Guide 282Ferrari at Palm Beach 2009. 157Ferrari at Le Mans 1998. 18Ferrari at Le Mans 2009. 160458 Italian Launch. 167

458 Italia Sebring 12h. 187458 ISpa 24h (2015). 238458 by Oakley Design. 184458 vs Gallardo Superleggera 186458 Spider 191458 Italia (EVO 2) 192458 Italia Buyers’ Guide 248458 Spider vs Gallardo Spyder 204458 Speciale 216458 Speciale on Silverflag ‘14. 225458 Speciale v 430 Scuderia v 360Challange Stradale 237Ferrari Finales 2005 Monza 103Ferrari 60th at Silverstone 135Ferrari Racing days Silverstone 264Ferrari 60th at Fiorano 136Ferrari Superamerica 109Ferrari Tribute Mille Miglia 2010. 176Maranello Rosso Collection 182Ferrari Mondiali at Mugello 219Ferrari Mondiali at Mugello ‘19 288Ferrari by Pininfarina 60 years 203Ferrari by Bertone 221Museo Casa Enzo Ferrari 196Maranello Concessioniares 244FF 183/202FF by Oakley Design 219F12 Berlinetta 201/212/222F12 TDF 241LaFerrari 207/221LaFerrari vs Bugatti Veyron vs F35 Lightning 249488 GTB 237488 GTB v Huracán 247488 Spider 239/251488 Pista 268/270GTC4 Lusso 247/267GTC4 Lusso T 256/27170 Years of Ferrari A-Z Pt1 25670 Years of Ferrari A-Z Pt2 25770 Years of Ferrari Top Racers 260812 Superfast 259/273Under 50k Buyers’ Guide 271V8 Buyers’ Guide: 308GT4/GTB/328/348/Mondial/355/360 Modena 259Ferrari Portofino Italy Launch 266Ferrari Portofino UK 278Ferrari Monza SP1/SP2 275Ferrari Monza SP2 (Goodwood)283F80 Tributo 280P80/C 280SF90 Stradale 282F8 Tributo 285F8 Spider 285488 Pista Spider 288812 GTS 285Universo Ferrari 285Ferrari Roma 285

FIATMephistopheles 186 1899-1999 4hp 42 1905 60hp 226 1906 Fiat Heavyweights 16 803 Corsa 44 501 86 503 Spider 188 505 46 509 140 510S 173 521C 98 525SS 273 514 Spider 1338V 37/157/239 2800 State Phaeton 1151800 1201900 Granluce 1952300 1172300S Coupe 235Balilla 508S 26 Balilla Taxi 131Topolino (Hotrod) 75 Topolino Variations (Sparrow) 69 Topolinos 80 Topolino 500B 106 Topolino Mare 204500 (Modified) 27 500 (Sparrow) 58 500 Variations (Sparrow) 62 500 Jolly (Sparrow) 66 500 50th Birthday 134500 Coccinella 136500 Engine Feature 156500 Buyer’s Guide 173500 Based Spada Zanzara. 212500 L Readers’ Car 217

500 The Coachbuilt cars 243500 Sixty Years 257500 Ferves Ranger 259500 (EV) 281600 (Modified) 18600s 29/82600GT (Tornado Lotus engine) 193600 Prototype 205600 234600 Jolly 246Fiat 1100S Millecento 52 Fiat 1100S Millecento MM. 162Fiat 1100D Millecento 123Fiat 1100 EZ Millecento 1981100 TV 128 1100 103 TV 225 1100 Padmini 119 1200+1500 Cabriolets. 233 Formula Juniors 28 1500L 176 1600S Coupe 96 OSCA 1500S Coupe 411400B Junior 215850 Buyers’ Guide 53 850 Bertone Race Team 221 850 Coupe v Spider 245 850T Camper 286 Dino Coupe vs Spider 118/250Dino Spider / Biturbo/Montreal 159 Dino 2400 Buyers’ Guide 175Dino 2400 Buyers’ Guide 239Dino Coupe (Fuel Injected) 264124 Saloons 215124 Special 252Fiat Twin Cam Engine 149/279124 Spider vs Barchetta 18 124 Spiders 50124 Spider vs Fiat Barchetta 148124 Spider vs Alfa Duetto 116124 Spider Buyers’ Guide 164124 Spider + Tom Tjaada 203124 Coupes 52124 Coupe/GT Junior/Fulvia 1.3 147124 AC Coupe / 124 Spider 222Fiat 124 Sport Coupé AC/BC/CC 261125 49/95/220125 S 161125 Group 1 211125 Samantha 105125 Samantha Ireland 210Superchargers 124 and Argenta 30 Fiat the Seat Years 35 Seat Rally Years 42 127 Sport 1050cc 76 127 Group Test 129 Fiat 127 ‘Stradale’ (Restomod) 266Fiat 127 Rustica (Obscurati) 268128 Racer (Giovanni’s) 22 128 1100 CL Fleet report 45128 Golden Oldie 109128 Rally (Michael Ward) 110128 Rally 227128 Rally, Estate, Coupe, Turbo 280128 Saloon (Michael Ward. 209128 5 car test 163128 MK1 4 door Restoration 248128 3P Buyers’ Guide 177128 3P Montecarlo Historic 195130 (Steve Berry) 108130 vs Gamma 151130 Saloon (Buckley) 282131 Mirafiori 15 131 Sport (Golden Oldie) 118 131 Mirafiori (Abarth by RSD) 227 131 Volumetrico V Argenta VX 288 132 + Argenta VX 127132 Flares by Michelotti 81The Collectors 124/500/128 39 X1/9 12/23 X1/9 Best Buy 33 X1/9 Buyers’ Guide (Soper) 106X1/9 Buyers’ Guide (Dredge) 287 X1/9 Buyers’ Guide 157X1/9 (Modified) 41 X1/9 x 2 (Modified) 150 X1/9 Dallara (Val Saviore) 103 X1/9 Abarth Prototipo (Rep) 104 X1/9 Club Racer 115 X1/9 (Time Machine) 181X1/9 VX (Modified) 202 X1/9 (Heseltine) 219 X1/9 2 car test (Modified) 226 Strada 130TC vs Beta VX 35Strada 130TC/105TC 26 Strada 130TC/105TC 132130TC v Grande Punto Abarth 158

Strada 130TC 187Strada/Ritmo 40 years 267330bhp Strada Cabrio 34 BMW V8 Strada Cabrio 63 Strada (Time Machine) 197 Strada 130TC/Tipo16v/Bravo 285 Modified Pandas (MK1) 20 Panda Buyers’ Guide 75 Panda MK1 (Time Machine) 172 Panda Nuova (launch) 86 Panda 2004 91 Panda in Dozza 94 Panda 1.2 97 Panda 4x4 MK1 Buyers’ Guide 185Panda 4x4 (2004) 99 Panda 4x4 (2005) 104Panda 4x4 Cross 224Panda 4x4 Cross (UK) 226Panda MK1 (Time Machine) 172 Panda MK1 4x4 (Time Machine) 192 Panda MK1 4x4 v MK v MK3 262 Panda Cross 4x4 / Monster 129 Panda 100hp Italy Launch 126 Panda 100hp UK 136 Panda 100hp 3 car test 213Panda 100hp v 500S 232Panda Buyer’s Guide 149 Panda Group Test 179 Panda 160hp (Turbo) 184 Panda MK3 Italian Launch 193 Panda MK3 UK Launch 195 Panda MK3 4x4 Italy 202 Panda TwinAir Rally Phil Young 205Panda MK3 4x4 UK 206 Uno 10 Uno 45 (Time Machine) 179Uno Racer (Bailey) 29 Uno Racer (Neil Smith) 79 Uno Turbo MKII 23 Uno Turbo MKI vs MKII 125Uno Turbo MKI vs Croma Turbo 224Uno Turbo MKI vs MKII 247Uno Turbo Buyers’ Guide 274Tipo, Alfa 75 1.8, and Dedra 25 Tipo 2.0 16v 54 Tempra (Best Buys) 31 Croma IE Turbo(Time Machine) 178Cinquecento Sporting 2Cinquecento Abarth 12Cinquecentos (Modified) 17 Cinquecento Buyer’s Guide 26 Cinq Sporting Buyer’s Guide 187Cinquecento Sporting 41Cinquecento Sport x2 Modified. 258Cinquecento Trofeo 120bhp 66Hormann Cinquecento SX 42Seicento (Launch) 23 Seicento Turbo (Novitec) 30 Seicento Sporting 44 Seicento Sporting and S 56 Seicento (UAD Motorsport) 70Punto Sporting MK1 (Launch 16/21 Punto (Buyers’ Guide) 56 Punto 1.2, 1.9 JTD, HGT 82 Punto MK2 Group test 120 Maggiore - Puntograle 31Modified Punto GT Turbos 39/64 Punto Mk2 - Turin launch 37 Punto LS design 46Punto - Sicily launch 40 Punto Rally Super 1600 42/56/78Punto HGT/HGT (Jtd) 45/98 Punto HGT 2005 104Punto HGT Buyers’ Guide 166Punto HGT Fleet report (M.Ward) 210Punto Speedgear Launch 47/60 Punto JTD 51 Punto 1.9 JTD 67 Punto Sporting Turbo R&A 59 Punto/Seicento Abarth 60 Punto Facelifted 83 Punto Facelifted Driven (Berry) 85 Punto GT/ HGT/ Scorpione 276 Grande Punto Launch 112 Grande Punto UK Launch 116 Grande Punto Sporting (1.9). 117 Grande Punto Sporting Novitec 125 Grande Punto 120 Eleganza 123 Grande Punto T-Jet 141 Grande Punto 1.4 T-Jet + 1.9. 146 Grande Punto EVO. 165 Grande Punto EVO. (VBH) 168 Grande Punto Buyer’s Guide 184Grande Punto Buyer’s Guide 221Grande Punto TwinAir 195Grande Punto 3 car group test 201

Coupe 20v/Turbo 13 Coupe 20v/Punto ELX 25 Coupe 20v Turbo LE 28 Coupe 16v Buyers’ Guide 30 Coupe 16v vs Integrale 68 Coupe 16v Turbo Prototype 259 Coupe/Honda/Pug 306 31Coupe 20v 39 Coupe 20v Turbo (Modified) 40 Coupe 20v Turbo Plus 43Coupe 20v Fleet report 45Coupe 20v Fleet report 143Coupe 20v Turbo Fleet report. 209Coupe Buyers’ Guide 48Coupe Buyers’ Guide (Soper) 109Coupe Buyers’ Guide 137Coupe x 3 Modified 126Coupe 20v Turbo 185bhp 55Coupe 20v Turbo Buyers’ Guide 153Coupe 20vT/GTV6/integrale 155Coupe 20v Turbo 3 x modified 200Coupe 20v Turbo v GTV Cup 224Coupe 20v Turbo 3 car test 242Postert Fiats 13Coupe + Barchetta by Novitec 19Coupe v 3200 v GT 3.2 v GTV 265Coupe v Brera v GTV Cup 275Flying Fiats (Irish Racers) 113Barchetta Buyers’ Guide 22/71 Stola Monotipo/Barchetta 25Barchetta (Auto Haven) 25 Barchetta/Alfa 156/GTV 27 Barchetta/Punto (Modified) 31 Barchetta Turbo (Novitec) 33 Barchetta (Revisited) 54 Barchetta Facelift 97Fiat Barchetta vs 124 Spider 148Fiat Barchetta Buyers’ Guide 151Fiat Barchetta Buyers’ Guide 254Bravo/Brava 10 Bravo/Brava/Marea 59 Bravo/Brava Buyers’ Guide 69 Bravo SX 34 Bravo HGT & Marea 15 Bravo HGT 17/36/41 Bravo HGT vs Alfa 145 CL 42/180Brava 105 JTD 41 Brava 100 16v 53 Bravo 1.4 T-Jet (Launch 2007) 130Bravo 1.4 T-Jet (Launch 2008) 140Bravo (UK Launch 2007) 135Bravo ECO 148Bravo 1.4 T-Jet + 1.6 M-Jet 202Bravo Buyers’ Guide 207 Ulysse 10/80500 2007 Launch 135500 2007 1.3 Diesel 139500 2007 1.3 Diesel (remap) 144500 2008 1.4 Lounge 140500 2008 UK launch 142500 2008 1.4 Sport 159500C 161500 TwinAir 174/178500 3 car test 174500 3 car test 214 500 4 car test 192500 Buyers’ Guide 181 500L Launch (Turin) 198 500L Launch 207 500L Trekking 211/212 500L MY2017 258 500L MY2018 265 500 + 500L MY’14 Range Test 219 500x Italian Launch 228 500x Vs Renegade on Snow 232 500x Vs Renegade 249 500x UK 233 500x MY2018 273 500x Sport 285 500 MY2015 236/237 500 Anniversario 260 500 Collezione 275 500 on the North Coast 500 286 Multipla + Vignale Gamine 130 Multipla 36/44 Multipla Eco versions 45Multipla 1.9 JTD 50/66Multipla 1.9 JTD (Modified) 79Multipla Facelift 2004/2006 96/127Multipla Buyer’s Guide 113/202Doblo MPV and Van 62Doblo and Iveco Truck 63Doblo 1.9 JTD MPV 73Doblo Italian Launch 2006 114Doblo Family MY2009 171Ducato 160 Multijet 121

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Ducato MY14 223Marea HLX 17 Marea 20v Weekend 42 Marea Weekend 2.4 Team Cars 124 Marea Buyers’ Guide 115 Importing Italian Cars 40 Ecobasic (News) 49 Stilo (Launch) 62/67 Stilo Multiwagon (Launch) 80 Stilo 1.8 16v 71 Stilo 1.9 JTD 72/79 Stilo 2.4 Abarth 92 Stilo Schumacher 108Stilo Schumacher Buyers’ Guide 208Stilo Buyers’ Guide 145Idea Launch 88 Idea (Steve Berry) 93 Idea Fleet report 107 MPV multitest Doblo/Idea/Multipla/Ulysse 102Croma Turbo vs Uno Turbo MKI 224Croma (2005) 107 Croma (UK Steve Berry) 111 Croma in Ireland 118 Croma 2.4 20v Multijet 122 Croma Buyers’ Guide 210Sedici 4x4 Italy Launch 115 Sedici 4x4 UK Launch 120 Sedici 4x4 1.9 Multijet 131 Scudo 129 Fiorino 142 Linea 144 Qubo 151/157 Dualogic Panda/Punto/500 186 Freemont 4x4 197 Freemont 4x4 Cross 224/231 124 Spider MY2016 240/246124 Spider MY2016 UK 250124 Spider Spa Road Trip 270Tipo / Spider MY2016 245/250Tipo S Design 280Fullback/Fullback Cross 257/273Million Sellers 272Global Unsual Feisty Fiats 276Centoventi (News) 280Fiat Heritage Hub 280/287

ISOIso Story Pt1 12Iso Story Pt2 15Iso Grifo A3/C 31/109Iso Grifo IR8 124Iso Grifo S 236Iso Grifo GL 365 246Iso Fidia 160Iso Rivolta GT 216Iso Rivolta Racer 216Isotta Fraschini 90

LAMBORGHINIMiura V12 Engine Feature 147Miura S (Twiggy) 18Miura (Shah of Iran) 39Miura (Giordanelli Rebuild) 106Miura (3 car test) 111Miura Jota (Piet Pulford) 120Miura Jota (Italian Job Feature) 283Miura P400 145Miura SV (Jean Todt) 281350 GT 152400 GT 11400 GT Monza 113Espada vs Ferrari 365GTC4 36 Espada 119 Espada Restoration Parts 1-7197/199/200/201/203/206/210 Espada 3 car test 239 Silhouette 13Jarama GTS 141Jalpa 35Islero 96Islero S 177Urraco vs Ferrari 308 GTS 65Urraco vs Merak vs 308GT4 149Urraco vs Merak vs 246 Dino 190Urraco vs Gallardo Balboni vs LM002 133/264Countach LP400 17Countach LP400 v LP560-4. 156Countach vs Testarossa 33Countach Pagani’s own car 271Countach Prototype & Espada 286Diablo SV 24Diablo/355/F1/ Tornado 28Diablo SVR Track Test 14Diablo GT/SV/SE30 42

Diablo GT 46Diablo 6.0 VT 50Diablo GTR (Reiter Eng) 137Murcielago 63/64Murcielago (Road Test) 72Murcielago (Track Test) 83Murcielago Vs Porsche 996 86Murcielago Roadster 106Murcielago Roadster (Batman). 117Murcielago LP640 121Murcielago LP640 vs Typhoon. 136Murcielago R-GT (GT1 racer) 129Murcielago R-GT (GT1 racer) 142Murcielago LP670-SV 165Gallardo 81Gallardo (Track Test) 84Gallardo (Road Test Italy) 93Gallardo Police Car 108Gallardo Spyder 116Gallardo By Hamann 118Gallardo By IMSA 126Gallardo GT3 by Reiter Eng. 130Gallardo by Reiter Eng. 139Gallardo GT3 Adria Track test. 145Gallardo Superleggera 132/143Gallardo LP570-4 Superleggera 171Gallardo LP570-4 Superleggera 199Gallardo Superleggera v 458 186Gallardo LP560-4 146Gallardo LP560-4 v Countach. 156Gallardo LP560-4 Spyder. 162Gallardo Super Trofeo 159/166Gallardo Balboni 163Gallardo Spyder Performante. 194Gallardo 5-95 by Zagato. 26340 years of Lamborghini 83Countach/Diablo/ Murcielago. 135 4 car test: Urraco/Silhouette/Jalpa/Gallardo 94Jalpa vs Ferrari 308 GTS 162Aventador 185/195Aventador + Typhoon 225Aventador/Murcielago/Diablo 198Aventador LP760-2 by Oakley 200Aventador vs Abarth 595 by Oakley Design 213Aventador LP750-4 SV 235Aventador S 256Aventador Roadster 207Lamborghini Aventador SVJ 274Lamborghini Aventador SVJ 280Huracán LP610-4 222/236Huracán HM680-4 (Oakley) 230Huracán Spyder 242/262Huracán Performante 258Huracán Performante Spyder 277Huracán EVO / Spyder 287Urus 264/266/272/276

LANCIALancia Collection K Sport 175 Lancia Reunion (Miki Biasion) 180 Lancia Theta 35hp 102 Lancia Tipo 55 Corsa 78 Lancia D25 242 Lancia D50 (Track Test) 71 Lancia D50 240 90 Years of Lancia 12 Lambda 11/53 Lambda Airway 32Lambda 7th Series Torpedo 186Lambda 73 car test 211Dilambda S2 Carlton DHC 143Dilambda S2 Offord Cabriolet 184Lancia/Alfa Ghia Coupes 22Lancia Commercials 66Augusta 240Augusta (Cabriolet) 281Ardea 96Appia 36Appia Vignale 63Appia meets Ypsilon 113Appia Zagato 138Appia Furgoncino 180Appia Convertible 194Lancia Appia S1,2,3 261Aurelia V6 Engine Feature 148Aurelia 43Aurelia B20 Series 1 107Aurelia B20 Pichon Parat 125Aurelia B20 (S2+S3) 200Aurelia B20 Irish Racer 213Aurelia B20 ‘Outlaw’ TK 242Aurelia B24S 23 Aurelia B24 Spider 46/127Aurelia B24 Spider

+ B52 Rosa d’Oro 154Aurelia B24S Convertible 87Aurelia GT 2500 Spider 190Aurelia B24 Spider B20 Coupe 282Aurelia B24 Spider + Flavia 249Aprilia + Aurelia 100Aurelia B50 Cabriolet Farina 274Aprilia Langenthal 108Aprilia 166Aprilia (Fred Gallagher) 188Astura 88/241Astura by Pinin Farina 185Astura by Castanga (Villa D’este) 95Astura + Appia 111Astura MM Sport 203Flaminia 39 Flaminia Sport 42Flaminia GTL 76Flaminia 3 car test 172Flaminia 2.5 3C Zagato. 258Flaminia 3c Speciale (Lopresto). 218Lancia Flaminia Cinvertible vs Alfa 2600 Spider. 255Flavia Coupe 17Flavia Coupe (Golden Oldie) 123Flavia Zagato + Convertible 170Flavia S2 285Fulvia Zagato x 2 19Fulvia Zagato Historic racer 60Fulvia Zagato twin test 213Fulvia/Abarth/124/Alpine 32 Fulvia Spotters’ Guide 33Fulvia Classic Choice 83Fulvia F&M Specials 90/232Fulvia 1.6 HF 92Fulvia S05 98Fulvia 2C (racer) 103Fulvia Zagato Club Racer 115Fulvia 1600 HF (Simister) 121Fulvia V4 Engine Feature 146Fulvia 1.3/124 Coupe/GT Junior 147Fulvia Marlboro (Munari) 192Fulvia 1.6 HF v Delta integrale 181Fulvia 50th Anniversary 212Fulvia v 131 Alitalia v Stratos 273Fulvia Montecarlo / Safari 286Fulvietta Concept Heritage Hub 286Fulvia Competizione Prototype 204Gamma 101Gamma vs Fiat 130 151Gamma 4 car test 189Gamma Coupe (Time Machine) 206Sibilo by Bertone 206Stratos Alitalia/Prototype 2Stratos Replicas vs Original 10 Stratos (San Remo 1974) 47Stratos GTO/GT car 51Stratos vs Dino 246 GT 81/265Stratos – 30 years of 85Stratos World Meeting 2007 140Stratos Stradale + Group 4 117Stratos Prototype. 152Stratos (Heseltine) 233Stratos Chequered Flag Story 243Stratos Group 4 x 2 244Stratos Group 4 Track Test 249Stratos – 2005 103Stratos New 2010 179Rally multi car feature 99/255 Betas / Modified 13/32 Beta Historic racer 60Betas Coupe/HPE/Saloon 55Beta VX vs Strada Abarth 35 Beta Coupe/Saloon/Montecarlo 139Beta Coupe Alitalia (Colvil) 150Beta HPE (Time Machine) 177Beta Volumex x 2 260Beta Coupe (Studio) 284Beta Saloon v Alfetta 287Trevi Bimotore 237Montecarlo 16Montecarlo V6 Alfa engine 34Montecarlo Buyers’ Guide 161Montecarlo Turbo (Martini) 206Martini LC1 207Martini LC2 208Martini 48pg special (Campion) 272LC2 Track Test 96037 Rally Stradale 67/245/287 037 Rally Martini (Volta) 62 037 Rally Olio Fiat (Grifone) 144 037 Rally Olio Fiat (Grifone) 199037 Rally Wurth 230037 Rally Olio Fiat V Martini 287Delta HF Turbo 29 Delta S4 31

Delta S4 Cesare Fiorio’s 72Delta S4 ride (Val Saviore) 78Delta S4 ECV1 179Delta S4 Martini 210Delta S4 Stradale 222Delta 40th Anniversary 161Delta 4HF 4WD 169Delta 4HF Turbo 277Delta Integrale 8v Team Cars 198Integrale Special Editions 21 Integrale v Escort Cosworth 15 Integrale 8v/Nissan Skyline 23Integrale vs Caterham 44Integrale Buyers’ Guide 49Integrale/Coupe/131 Abarth 58Integrale Evos (Modified) 63Integrale vs Coupe 16v 68 Integrale 8v, 16v, EVO 93 Integrale Track test (Drivedata) 95 Integrale Repsol Group A 105 Integrale 5 car test (Modded) 127Integrale/Coupe 20vT/147 GTA 164Integrale Buyers’ Guide 156Integrale/Coupe 20vT/GTV6 155Integrale Group A Martini 182Integrale Group A Martini 228Integrale Martini 212Integrale Martini Safari 272Integrale 500bhp (Walkers) 217Integrale Race car (Walkers) 282Integrale 3 car test 226Integrale 30th-48 page Special 262Integrale Futurista 275Integrale Evo V Coupe 20v T 278Hyena 64/275 Magia “Concept” 22 Dedra/Alfa 75/Fiat Tipo 25 Dedra 27Dedra Integrale/Alfa Q4 32 Thema 8.32 12 Thema 16v Turbo vs 164 3.0 17Thema 8.32 vs 16v Turbo 35Thema 8.32 220Thema 8.32 Buyers’ Guide 247Thema Buyers’ Guide 110Thema v Saab v Croma v 164. 153Thema Plus 240Delta HPE HF Turbo 37Delta HPE Evo 500 54Delta HPE Turbo Buyers’ Guide 169Delta HPE Turbo (Imports) 71Delta (New) 2008 147Delta vs Ypsilon 174Delta vs Ypsilon (Chrysler) 190Ypsilon 24Ypsilon 2004 1.4 89Ypsilon 2011 185HPE & Y 11 Y10 (Time Machine) 175Y10 + Turbo 223Lybra 38Lybra 2.4 JTD SW 65Kappa 20Kappa Coupe 54Kappa 3.0 Saloon 58Kappa Coupe v Shamal v SZ 274Thesis (Launch) 65Thesis 2.4 JTD (San Remo) 80Musa 1.9 105Centenary Celebrations 126Centenary Celebrations (Collins) 127Thema / Chrysler 300C 199Kennedy Collection 263

MASERATI250F 11250F (CM9) 63250F (CM5) 215250F (Fangio’s Car) 73250F vs Ferrari 246 172Cooper Maserati 728CL 248CM + 6CM 828CM 2224CS 54Bugatti-Maserati (1937) 245V4 Sport 229Eldorado 29Alfieri Collection (pre Panini) 16Heritage 450S 26150S + Maria Luisa IV Boat 234150 GT Spyder 267300S (Spa) 110300S 209450S (Recreation) 84450S (Spa) 91

Tipo 63 36Tipo 63 (Panini) 102Tipo 61 89Tipo 61 Birdcage Ch.2461 211A6GCM 47A6G2000 Zagato 34 A6GCS Pininfarina Coupe 49 A6GCS 245 A6G 2000 by Frua 49 A6G Frua Coupe 72 A6 1500 63 A6GCS (Blue) 132 A6GCS (2053) 211 A6G 54 Zagato 202A6G 54 Frua 203A6G 54 Coupe by Frua 230A6G 2000 (Baillon) 270Race Transporter 112Cegga (Hillclimber) 48 Mistral/250 California Spider 30Mistral vs AC 428 56Mistral Coupe 70Mistral 3.7 Spyder 144Mistral + Speedboat 210Mistral Collectors’ Guide 264Sebring 45/2793500GT 433500GT Special Body 583500GT Replica Body 753500GT Spyder Vignale 80/1673500GT Spyder Vignale Collectors’ Guide 2543500GT 59/993500GT (Giordanelli) 2013500GT (25CLO) 2495000GT 485000GT (Variations) 815000GT (Frua) 855000GT (Allemano) 935000GT (Joe Walsh) 1915000GT Ghia 284Cooper Maserati T61P 154Khamsin 41Khamsin Collectors’ Guide. 257124 GT Prototype 60Simun Prototype 60Ghibli SS 52/200Ghibli v Ferrari Daytona 127Ghibli 3 car test new v old 222Ghibli Collectors’ Guide. 261V8 Engine Feature 152Bora 12Bora 4.7 35Bora 4.7 vs 365 Boxer 78Bora v 512 BBi v Pantera 154Bora 4.7 (Park) 194Merak 33Merak vs Ferrari 308GT4 50Merak vs 308GT4 vs Urraco 149Merak Turbo Prototype 67Merak vs 246 Dino vs Urraco. 190Kyalami vs Longchamp 64Karif 90Indy 68Indy Collectors’ Guide 286Biturbo Spyder 76/225Biturbo (Heywood) 107Biturbo V8 Engine Feature 171Biturbo (Time Machine) 190Biturbo Buyers’ Guide 251Ghibli Cup GT racer 34 Ghibli GTvs BMW M3 13 Ghibli Cup 40Ghibli Buyers’ Guide 51Ghibli Primatist 65Barchetta + Parmisan 38 Barchetta (Bone) 42/217Shamal 18/238Shamal v Alfa SZ v K Coupe 274Quattroporte Series I (Antas) 134Quattroporte Series I 66/121Quattroporte by Frua 233Quattroporte by Frua Aga Khan 271Quattroporte Series II 122Quattroporte Series II v SM 265Quattroporte Series III 46/123Quattroporte Series IV v BMW 21Quattroporte Series IV Evo 38Quattroporte Series IV 124Quattroporte Series V 91Quattroporte Series V (2004) 96Quattroporte Series V (Yellow) 103Quattroporte V Sport GT 119/125Quattroporte V Auto 2007 130Quattroporte V GTS Auto 2008. 140Quattroporte V + P1 Boats. 142

To order just email claire@gingerbeerpromotions.com or phone 01462 811115. £5.50 (UK) – £6.50Europe – £8.00 Rest of World Special package prices for any 3 issues £12 UK – £15 Europe – £18 RoWBACK ISSUES

Quattroporte V v QP IV. 256Quattroporte S. 149Quattroporte Sport GT S 156/172Quattroporte Bellagio Touring 196Quattroporte Bellagio + QP6 SB 288Quattroporte Evo Superstar. 196Quattroporte VI Launch 204Quattroporte VI GTS in Venice 214Quattroporte VI S 241Quattroporte VI MY2018 2473200GT 27/363200GT vs Porsche C4 48 3200GT 53 3200GT Club Fiorano 59 3200GT vs Aston Zagato 62 3200GT Buyers’ Guide Heywood 140 3200GT/Gransport Spyder/GT 1573200GT Buyers’ Guide Heywood 162 3200GT Buyers’ Guide Heywood 250 3200GT vs 4200 Gransport 240 Spyder 64/69 4200 Coupe 66/714200 Gransport 100/108/126/220 Coupe/Spyder Cambiocorsa 79 Coupe/Spyder Ice Driving 105 Spyder Cambiocorsa 94 Spyder (Jodie Kidd) 86 Coupe Trofeo 84 Coupe Trofeo (Monza) 106Coupe Trofeo (Silverstone) 111Gransport Trofeo (Silverstone). 120GS Zagato. 133GT Masterclass 2003/200 88/15490 Years of Maserati 102Maserati at Silverflag 2005 104MC12 Stradale 105MC12 Corse 141Maserati MC12 vs Enzo 158GranTurismo Italy Launch 137GranTurismo (Giordanelli) 144GranTurismo S 146/177GranTurismo S Auto 160GranTurismo MC 161GranTurismo MC Trofeo 172/177GranTurismo MC Trofeo (Donington2011 race) Giordanelli 188GranTurismo MC Trofeo (Silverstone2015 race) Giordanelli 230GranTurismo Trofeo/Stradale 176GranTurismo 189GranTurismo Whisky Tour 195GranTurismo Sport 198GranTurismo Sport / GranCabrioSport + Monaco Yacht 203GranTurismo Buyers’ Guide 249Grand Tour with QP5 S & GT 150MC Stradale 183/221MC Stradale (Lago d’Iseo) 224GranCabrio 169/180GranCabrio Sport 188/194GranCabrio Sport + Yacht 198GranCabrio/GranTurismo S/Quattroporte GTS 175GranCabrio/GranTurismo/MY18 260GranCabrio/GranTurismo S MCSportline / GranTurismo S Auto 186Maserati Museum (100years) 224Maserati Centennial 227Maserati Ice Driving 193Maserati Trofeo 2013 209Maserati Trofeo World Series 212Ghibli MY2013 211Ghibli Group Test + MY2014 217Ghibli MY2017 253Ghibli S MY2018 264Ghibli Buyers’ Guide 284Levante 243/252/272Levante Q4 Ice Driving 255Levante S in Dubai 263Levante S + Granturismo MY18 265Levante 350hp 277Levante Trofeo V8 283

OSCAOSCA 1500S Coupe 41OSCA Story 29 OSCA 2500GT 32OSCA MT4 59OSCA Tipo 4 203OSCA 1600 Coupe 102OSCA V12 F1 257OSCA 1600GT 266/279

PAGANIPagani Zonda C12 38Pagani Zonda C12/C12S 53

Pagani Zonda S 7.3 95Pagani Zonda S 7.3 Roadster 104Pagani Zonda F 115Pagani Zonda R 157Pagani Huayra 201Pegaso Z103 34Pegaso Z102 91Pagani Huayra Roadster 270

THE VISIONARIESAdolfo Orsi 147Brenda Verner 148Giulio Borsari 149Valentino Balboni 150Ermano Cozza 151Stephan Winklemann 152Giorgetto Giugiaro 154/274Jack Sears 155Chris Rea 156Ercole Spada 158/266Sergio Scaglietti 159Stirling Moss 160Aldo Brovarone 162Edgardo Michelotti 164Gianni Rogliatti 165Terry Hoyle 172Tom Tjaarda 173Franco Zagari 174Eugenio Alzati 175Graham Warner 176Derek Bell 177Lincoln Small 180Francesco Stanguellini 182Miki Biasion 268/187Vittorio Jano 206Gianni Regiani 208Agnelli’s Cars 210Giorgio Pianta 221Luigi Chinetti 221Piero Stroppa 248Paolo Stanzani 255Andrea Zagato 262Paolo Pininfarina 277Luigi Colani 286Roberto Giolito 287

CARROZZERIEAllemano 198Balbo 230Bandini 251Bertone 200Boano 205Boneschi 225Castanga 199Colli 226Ermini 220Ellena 231Farina 212Fantuzzi 224Fissore 202Frua 203Francis Lombardi 219Ghia 209Giugiaro 234Italdesign 232Moretti 213Motto 221Monterosa 229Michelotti 210OSI 215Pinin Farina 216Pininfarina 217Riva 228Savio 223Scaglietti 211Scioneri 218Sibona & Basano 227Scaglione 252Siata 195/208Stanguellini 254Touring Superleggera 206Vignale 204Viotti 222Zagato 207

SPECIAL FEATURES20 Years of Auto Italia 229AC 378 by Zagato 203Aguzzoli 1600 Coupe 136Arnolt Aston Martin 48Aston Martin Vanquish Zagato 105Aston Martin DB2/4 by Ghia 213Autobianchi 500 60Autobianchi 73Autobianchi A111 217Autobianchi Primula Coup. 254

ATS Allemano Coupe 163ASA Coupe 209Aznom Codatronca 192Bandini 126Bassano (Le Mitiche Sport) 86Bertone 2Bertone (Inc Stratos Zero) 92Bertone Suagna + GT Cabrio. 121Bertone Mantide. 161Bertone Sale of Collection. 233Best of Italy Race 2017. 253Bianchi S5 Torpedo. 137Boneschi 108Bologna San Luca Hillclimb ‘06. 116Bologna San Luca Hillclimb. 123Bologna San Luca Hillclimb. ‘07. 142Bologna San Luca Hillclimb. ‘09. 162Bologna San Luca Hillclimb. ‘10. 176Bologna San Luca Hillclimb. ‘15. 230Bologna Motor Show ‘15. 231Bizzarrini 5300GT Strada 55Bugatti EB110S vs F40 15Bugatti EB110SS 107Bugatti Brabus 37Bugatti Dauer 70Bugatti Veyron Oakley Design 243BMW M1 92Bristol 400 by Pininfarina 207Cavallino Classic 2012 198Cavallino Classic 2013 209Cavallino Classic 2015 232Cavallino Classic 2016 245Cascais Classic 2017 262Ceirano 150S Tipo Roma 125CFM 750 Sport 218CNH Basildon 225CNH European Tour 238Cizeta V16T 21Cizeta 49Coppa Milano-Sanremo 107Circuito di Piacenza 235Cento Ore 271Dallara 20 Dallara BMS 191 Formula 279 Dallara Stradale (News) 264 Dallara Stradale Track Test 287 De Sanctis SP1000 262Diatto Ottovu 133Dream Garage top tens 285Edonis Supercar 73 FCA Heritage Hub Visit 287 Formula Juniors 28/73Formula One Benetton 73Ford Anglia Torino 141Frankfurt Show 2003 (Berry) 87Francis Lombardi 850 GP 231Ferrari - Under The Skin 268Festival Italia / Abarth 70th 285Lombardi 850 GP 231Ghia Coupes Alfa/Lancia 22Giannini Story pt1/pt2 45/56 Giannini 750 Sport 277 Giugiaro 87 Gordon Keeble 250Goodwood Revival 2005 113Goodwood Revival 2010 179Goodwood Revival 2012 193Goodwood Revival 2012 204Goodwood Revival 2013 215Goodwood Revival 2015 227Goodwood Revival 2016 253Goodwood Revival 2017 262Goodwood Revival 2018 274Goodwood 75th Members 256Goodwood 76th Members 268Gran Premio Nuvolari 155 /274 Harvey Bailey Suspension test 104 Innocenti 950 Spider / Coupe 157Innocenti 186 GT 227Innocenti Mini Cooper 267Intermeccanica Italia 206Intermeccanica Indra 268Isotta P1 Powerboats 121/124/125Isotta Fraschini 8A SS 158Italian cars in films 155Italian Carrozzeria Revival 280Italdesign Aztec 163Lada Riva Fiat Twin Cam 215Le Mitiche Sport Bassano 112Le Mitiche Sport Bassano 213Le Mitiche Sport Bassano 237Le Mans Classic 2006 124Le Mans Classic 2009 162Le Mans Classic 2014 224Ligier JS2 236LIFE F1 track test 162

Lincoln Dual-Ghia 214Marangoni Tyre Test 84Martini Story Pt1 205Mallorca Classic Rally 184Minardi (team) / Subaru F 12/39Monteverdi 375S 71Michelotti 132 Flares 81 Mille Miglia 2006 122Mille Miglia 2008 152Mitomachina 2006 128Moretti 850 Sportiva S1 24Moretti 850 Sportiva S2 54Moretti 850 Sportiva S2 112Moretti 850 Sportiva S2 118Moretti 750 Tour Du Monde 41Moretti 750 Gran Sport 109Moretti Event Switzerland 191Moretti + Dany Brawand 204Maggiore - Puntograle 31Modena Tour 79Modena Terra di Motori 122Modena Experience 194Modena Experience 204Monterey 2011. 189Monterey 2014. 226Monte Carlo Historique 2006. 119Monte Carlo Historique 2007. 131Monte Carlo Historique 2009. 157Monte Carlo Historique 2010. 178Monte Carlo Historique 2016. 244Monte Carlo Historique 2017. 255Monte Carlo Historique 2018. 267Monaco Grand Prix Historique 122Monaco Grand Prix Historique 177Monaco Grand Prix Historique 220Motor valley 80/84/168/222Mostro Scambio Imola 2011 192Museo Nicolis 143Mugello Historic 146Marcello Gandini Show 278Nazzaro Tipo 3 159/239Nash Healey Roadster 205NSU Sport Prinz 223OM 665 SSMM Superba 224OSI Ford Taunus 20M 130OSI 1200 Spider 216OZ Alloy Factory Visit 160Padova Show 2005 116Padova Show 2006 129Padova Show 2008 142Padova Show 2009 155Padova Show 2010 169Padova Show 2011 182Padova Show 2012 193Padova Show 2014 218Padova Show 2015 231Padova Show 2016 241Padova Show 2017 263Padova Show 2018 276Padova Show report 252Pininfarina at 75 114Pininfarina at 80 178Pininfarina Peugeot 540 Cab 235Police Cars 208Rally Legends 2010 170Rally Legends 2011 183Rally Legends 2012 207Rally Club Valpantena 210Renault Dauphine by Alfa 141Retro Mobile 219Retro Mobile 2016 243Retro Mobile 2017 255Retro Mobile 2018 268Replica P4s 38/51/54Riva Factory Visit 144Riva Ferrari 32 242Ruote Borrani 225Salon Prive London 2013 214Salon Prive Blenheim 2017 261Serenissima 538 Jet Coupe 121Serenissima F1 140Serenissima GT/Agena/Torpedo 276SCAT 22hp 201Siata 750 Gran Sport 28Siata/Fiat 750 Spider Corsa 253Siata Sportscars 54Siata Spring 111Siata 1300/1500 114Stola Monotipo/Barchetta 25Stola Stratos (Concept) 53Stanguellini 1100S 35Sunbeam Venezia 60/214Stab. Farina Jowett Jupiter 101Silverflag 114Silverflag 2006 128Silverflag 2007 138

Silverflag 2009 163Silverflag 2010 176Silverflag 2011 190Silverflag 2012 202Silverflag 2013 213Silverflag 2014 225Silverflag 2015 236Silverflag 2016 250Silverflag 2017 261Silverflag 2018 + Merzario 272Silverflag 2019 284Talacrest 226Targa Florio (Recreation) 71Targa Florio Centenary 118Targa Florio Giro di Sicilia 123Targa Florio In a Fiat 1100 (‘11) 192Targa Florio Classic 2012 206Targa Florio Retrospective 278Turin: Fiat City 119Tour Auto 2006 121Tony Best Collection 276Tecno Lola T290 128Tecno PA123 Formula 1 116Triumph Italia 178TVR by Fissore 78Ultima Alfa 123Uniques Concours 180/206Villa d’Este Concours 83Villa d’Este Concours 108Villa d’Este Ferraris 109Villa d’Este Ferraris 122Villa d’Este Ferraris 135Villa d’Este 2006 120Villa d’Este 2007 134Villa d’Este 2008 148Villa d’Este 2009 161Villa d’Este 2010 174Villa d’Este 2011 187Villa d’Este Ferrari 2011 189Villa d’Este Alfa 2012 199Villa d’Este 2012 212Villa d’Este 2014 224Villa d’Este 2015 233Villa d’Este 2015 238Villa d’Este 2016 247Val Saviore 2005 103Val Saviore Classic 110Val Saviore Classic 125Val Saviore Classic 2008 125Val Camonica 2008 153Val Camonica Adamello 2012. 194Val Camonica Adamello. 201Zender ‘Progetto Cinque’ 22Zagato Bristol 44Zagato Hillman Imp 51Zagato Story P1/P2 53/54Zagato 85th Birthday 97Zastava 750 Fiat 600 191Zagato Mostro 234Zagato 100th Anniversary 278Zagato Zele 279

ITALIAN BIKESAprilia RSV1000 67 Aprilia Tuono 72 Benelli 500-4 19Benelli Tornado 900 40Bimota DB2R/YB11 13/10Bimota 500 VDue 16Cagiva Planet 125 22 Ducati 955 10Ducati ST2 17Ducati 620 82 Ducati 749 82 Ducati 750 21 Ducati 800SS 82 Ducati 996SP vs Ferrari F40 41Ducati MH900 Evo 43Ducati 996R/ 999 66Ducati 1000DS 82Ducati 1098 128Gilera 500-4 15Laverda Ghost 14 Laverda 750s 20Laverda 1000 SEI 244Moto Guzzi RS 12 Moto Guzzi Furia 75 Moto Guzzi 500V8 239MV Agusta F4 35 MV Agusta 750 Brutale 71 MV Agusta 500-4 133/240 MV Agusta 350-4 11/242 Vee Two Desmo Shark 23Piaggio APE Cross 205Italian Scooters 246

auto italia 91

AUTO ITALIA EVENT DATES!

www.auto-italia.co.uk www.brooklandsmuseum.com

AUTO ITALIAITALIAN CAR DAY AT

BROOKLANDS MUSEUMSATURDAY MAY 2ND

SUPERCAR SUNDAY BROOKLANDS MUSEUM

SUNDAY JULY 19TH

AUTUMN MOTORSPORTFESTIVAL

BROOKLANDS MUSEUMSUNDAY OCT 11TH

NORTHERN ITALIAN CAR DAY

RABY CASTLE SUNDAY JULY 12TH

FESTIVAL ITALIABRANDS HATCH

SUNDAY AUGUST 16TH

ITALIAN CAR DAY ATSTANFORD HALL

SUNDAY SEPT 27TH(NEW DATE)

AUTO ITALIA CLASSIFIEDS

CLA

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IED

S IT

ALI

AN

CA

RS F

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SALE

III

SELLING YOUR ITALIAN CAR? FREE SERVICE TO READERS.

EMAIL LIZ.SOLO@NTLWORLD.COM

auto italia92

Alfa Romeo S4 Spider. 1990, RossoRed, 2 litre, five speed, alloy wheels,electric windows, power steering,Alcantara leather seats, wooden Nardisteering wheel, MOT to May 2020. Rustfree body, excellent black hood, summeruse only, covered/garaged, £9995. Tel:020 8997 2039. Email: donegantony38@gmail.com. A289/037

2007 Alfa Romeo 159 2.4 diesel.55,000 miles, silver. Service history, newcambelt and water pump fitted February2018, 4 new springs, Michelin tyres allround. Air conditioning service June2019, last service February 2019, MOTuntil February 2020. Digital radio and CDwith Bluetooth, full leather interior, fullset of 19-inch Ti alloys refurbed withnew badges, new Hancook tyresincluded in sale, £3250 ovno, privateregistration plates not for sale. Email: paolopmori@outlook.com.A289/038

ALFA ROMEO

Alfa Romeo 147 2.0 TS Lusso. 2004,92,600 miles, black. MOT May 2020, SSRagazzon exhaust, Wax treatment 2016,cam belt at 82K miles, battery 2018,rear discs and pads in 2018, £875. Tel:07747 652686. Email: howiejones20@btinternet.com. A289/036

Alfa Romeo 156 2.5 V6. 112,000 miles,red, manual, 98 plate, 6 speed, no rust,Waxoyled. In dry storage, run everyweek, 2 owners in the same family fromnew with traceable history. New oil,plugs etc, some paint lacquer needsattention, currently SORN, no MOT, carjust needs a handbrake cable and aheadlight readjustment to get throughMOT, new brake pads fitted all round.There is a massive list of sparesincluded, any viewing welcome, car is in store in Northwich, £1950. Tel: Philip, 07555 050121.A289/035

Alfa Romeo 156 Selespeed. 84,212miles, red, first registered on 14th July2000. Owned by a doctor whometiculously cared for her with noexpense spared, during his ownershiphe spent £8196.46 on care, servicingand maintenance with every receiptwith complete comprehensivedocumentation. This car wasbequeathed to his nephew who wasunable to insure the car owing to hisage, the mileage was then 65,268. Iacquired the car on 29th June 2011.Since my ownership I have cherishedher with the same love andenthusiasm she so deserved, thisincluded a total strip down and fullbody restoration at Stocks ofCanterbury (taken over 7 months) withcomprehensive photos taken at eachstage of the restoration, at a cost of£7661.15. Every receipt of servicingand repairs and every MOT all with noadvisories, full service and cam beltchange at 82,999, last MOT on 21stOctober 2019 with no advisories. Carhas only covered 1161 miles in the last8 years mostly to Alfa club shows, myexpenditure maintaining and servicingto date is £10,807.12. Pleasetelephone to discuss sensible offerson price. Tel: Peter Lampe, 07881341480. A289/034

Alfa Romeo 159. This car has beenlovingly cared for since 2010 when itwas purchased, a lot has been spentand replaced on the car in the last year.Cambelt, tensioner and water pumpreplaced in October 2019, bottomsuspension arms, wheel bearing, newrear brake pads, wheel disc. Completefluid change in October, plus regularservicing by Alfa specialist, two newtyres on the front, MOT until October2020, £4159. Email: Roy Mottram-Smale,winspa2013@aol.com. A289/033

2002 Alfa 147 2.0 TS Lusso manual.198,310 miles, red, we've owned thisfrom new, used regularly up to 2 yearsago, then hardly used. MOT to July 2020,full Bose system, everything done wellby local Alfa specialist over years,including engine and gearbox partialrebuilds, and welding to floor pan. Mostpaperwork. Pirelli tyres, runs fine,current faults: door seals leak so dampcarpet; both door locks jammed bycentral locking system. A project! £500.Tel: 07740 818773 (Herts). A289/027

Alfa Romeo Spider 1600. 1990, red, a rare opportunity to buy a much loved andcherished 1990 Alfa Spider 1600cc with a full year's MOT with no advisories. Thissuperb example of the iconic Alfa Spider is sadly being sold due to a downsize and nogarage space. A unique RHD drive car with just over 100K km on the clock comeswith a wealth of service history and bills, it has a smart black interior with an originalNardi wooden steering wheel, twin Weber carburettors and a new hood. Recentlyserviced, with a new exhaust, alternator and clutch fitted, front and rear discs andpads, includes a fitted breathable indoor Alfa branded cover, £15,650 ono, viewingand test drive via appointment only. Tel: Sam, 07791 780521. A289/030

Alfa Romeo Giulia Sprint 1600 Tipo101.12. 14,946 miles, blue, 1963. 7107made, this is a UK car with officialconversion to RHD by Ruddspeed and aWebasto sunroof. It was restored andrenovated to a high standard, however itstill required some work to finish whenthe restorer passed away. Subsequentdry stored 10 years in West Yorkshire,currently on SORN and without MOT butwill take little to finish it off. Inspectionswelcome and serious offers only please,more photos, details and some historyavailable. Tel: Paul, 01535 274320.A289/024

Alfa Romeo 147. 107,000 miles,Platinum Silver, back interior, GTAwheels. Showing signs of age and wearand tear, so we want to sell him tosomebody who will nurture him back tofull health!! The interior is still in prettygood nick apart from the odd scuff hereand there, with no rips or tears in theleather, the alloys might be a bit kerbedbut to be expected from a car of thisage. A new crankshaft sensor, the odddent and scrape here and there, airconditioning temp gauges don't workproperly, most of the exhaust needsreplacing (it's the original item as wehave only ever replaced the back box!!)Email: hughw91@outlook.com.A289/025

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2005 Alfa Romeo 916 GTV 1970ccJTS Lusso. 49,000 miles, Grigio Chiaro,black leather. Cambelt, pump, variatorchanged at 48,000 miles, Pirelli tyres, alloriginal keys and code card. MOT to midJune 2020, will need ongoing tlc tounderbody per advisories, £1350. Tel:01460 220211 or text 07543 351060(SO05 FWZ). A289/039

Lovely Alfa Romeo GT 3.2 for sale. 2004,it has a full service history with a new cambelt in 2018, the car has done 90,000 milesand will come with a year’s MOT. We havemaintained it regardless of cost for thelast two owners and the car’s conditionreflects that care. The car is also in thelower car tax bracket, more photos areavailable if you email me, £5250 ono. Tel:Jamie, 01763 244441. Email:jamie@alfaworkshop.co.uk. A289/032

2003 Alfa Romeo 166 2.0 Turismo.72.5K, 6 speed, one private owner since2004. MOT 08/20, belt changes 2008and 2017, new clutch 2013, head gasket2017, replacement centre and rearsilencer 2018, FSH (Alfa Romeo andindependent), £1495 ono. Tel: 01273594130 or 07956 347749. Email:npr.smith@virgin.net. A289/010

Alfa Romeo 159 Sportwagon Lusso 1.9JDTm. 2009, 97,268 miles, grey metallic,MOT to 30 April 2020, current SORN, 2keys. Clutch, flywheel etc 60K; glowplugs70K; front discs 76K; rear springs etc86K; cambelt etc 91K. Tyres needreplacing by new owner, 50mpg+, greatcar, I have another 159 Sportwagon butno space, £2700. Tel: John, 01635868518. Email: ajbedford@hotmail.com(Thatcham, Berks). A289/029

Alfa GTV for sale. 2001, black with71,000 miles on the clock. Black leatherinterior, grey carpets with over carpetsin same colour. Rear spoiler plusteledials, new rear tyres 2000 miles ago.Very good condition and probably one ofthe best for this mileage and age, MOTuntil 6/03/20, £5000 ono. Tel: 07714275222 to view (Swindon). A289/003

Alfa Romeo 916 Spider 2.0 TS. Phasetwo, MY 2000, black with tan leatherinterior, only 60,000 miles, 15,000 in last5 years during the summer months only.Full service history, mostly by myself forthe last 5 years and Alfa specialistswhen required. Fantastic condition insideand out with numerous additions andpreventative maintenance carried out inmy ownership. A full list is available onrequest but includes suspension rebuild,cooling system replacements, full CSCSS exhaust, new original alloys. Cambelts last replaced in October 2017 at57,380 by Jamie Porter. There has beenno expense spared to keep this car intop condition, £4500 ono, only selling asI have two other convertibles and needsomething more practical so an Alfa GThas just arrived! I am passionate aboutAlfas and an AROC member. Tel: 07711732844. A289/031Alfa Romeo Mito Cloverleaf TCT. 2015,

35,324 miles, Magnesio Grey, reluctantsale, 1 owner. Safe reliable210bhp/240lb, £20K build byprofessional garages, all receipts andFSH, 2 keys, £12,995. Tel: 07912 575755.A289/028

For TRADEadvertising enquiries

emaildavid@talkmediasales.co.uk

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Ferrari 1989 328GTS. Argento, red andblack interior. I bought this car new anddriven only occasionally on summer sunnydays hence, 9699 miles. Last MOT in 2008with 9632 miles! Garaged, since, with herbig brother, the 355! I could say the priceto be negotiated, but I won’t. The askingprice is £200,000. A Ferrarista for over 50years and a FOC member for circa 25, 30years ago a well-known dealership paid£120,000 before passing the deeds to me!Email: orzaben@aol.com. A289/011

Ferrari 308GT4. December 1975,11,854, owned since 1997. History file,recent glass out body restoration, verylittle mileage last 20 years. Headschecked, stainless system andmanifolds, 4 pot calipers front, polybushed, comes with some spares andprivate plate. Email: graham@waughandmusgrave.co.uk. A289/015

TDF Blu manual Ferrari 360 Spider2002. Dark blue hood, Crema leatherinterior with blue stitching, Crema rollhoops, carbon fibre racing seats ,refurbished 19-inch Challenge Stradalealloys fitted with Bridgestone Potenzas ,360 Tubi factory exhaust, Red calipers ,rare spare space saving wheel, fittedtrickle charge point. 45,000 miles,cambelt service 2018, recent Brembobrake service- discs, EBC pads, fluid. Alltools, books, service records, owned forover 6 years. Email:leightonhockin@gmail.com. A289/014

Ferrari 348 TS. In Rosso Corsa withCrema hide, 1993. Full service history,delivered upon first registration by HROwen London. Purchased by me in March2018 and kept garaged and in a Carcoonthroughout this time. Serviced (includingcam belts) 2017, MOT till 21 March 2020.For further details please call, sold asseen, no time wasters please, smoke free,5+ owners, £60,000. Email:sam@westsyke.co.uk. A289/012

Ferrari 599 GTB. 2010 Ferrari 599Factory HGTE pack. Nero DaytonaMetallic Crema leather interior, £34,000of EXTRAS incl Alcantara A and B pillars,rear zone, out of range paint colour,painted 20” Monolitic wheel rims,Diamond style roof lining, Diamond stylefor rear bench and under door covers inleather. Full service history, originalhandbooks, service book, leather wallet,tool kit, 2 sets of keys and tracker fobs,car cover, battery charger, file of MOTs,invoices and historical documents. Email:taylor354@msn.com. A289/018

1990 Ferrari Mondial T Cabriolet. CorsaRed and Cream interior, service book fullystamped showing a comprehensivehistory from new, extensive invoicesgiving details of work done from new andcomplementing the service book. Comescomplete with full original Ferrari T toolkit, original manual in leather folder, 2sets of keys, hood cover, Tubi exhaust,smart charger and indoor/outdoor cover,asking just £38,500. Email:lpbedford@btinternet.com. A289/020

Ferrari F430 Challenge – project. Race/track day car, this car is damaged and issold as a project. Manufactured in 2006,this car was purchased in the USA on the16 February 2016 and imported into theUK on the 25 April 2016, and all importduties, VAT etc have been paid. It runs anddrives (video available), but needsbody/panel work. The clutch has 37%wear, £40,000. Tel: Anthony, 07779726845. A289/021

Ferrari 430 Scuderia LHD. 2008, RossoScuderia/Black with Oro wheels,immaculate, 15,636 miles, first registeredSwitzerland/imported 2014, serviced DKEngineering/Dick Lovett Ferrari Swindon.Full history file, books and keys. Justserviced at Dick Lovett, not tracked,cherished by me, Speciale forces sale,£125,000. Tel: 07738 425331. Email:bob.challis1960@gmail.com. A289/022

Ferrari 355 Competition Car. Ready torace in PFFC challenge specification, RHDwith spares package, offers to John,07823 447241. Email:johnshirleyinverroy@gmail.com.A289/019

Ferrari 328 GTB. This car is a very wellknown Ferrari 328 GTB, successfullycampaigned in the Clubs Classic RacingSeries over the years. First Registered inthe UK in 1987 and has only covered47,000 miles from new, with its originalservice book, current MOT, and lots ofhistory. Always maintained to thehighest level, including a new wind-screen and clutch just fitted, can beused both on the road or track, and afantastic car to drive, p/x road carconsidered, £69,950. Please contact forfurther details. Tel: Robert, 07802638618. A289/017

Lovely low mileage and totallyoriginal Alfa Spider 2.0 Twin Spark.Only 3 owners including myself sincenew (my ownership 9 years). Lowmileage at 69,000, 3 keys including theimportant brown master key needed inthese phase 1 models, manual hood (farless troublesome). The following is a listof work done, may not be exhaustivebut covers the main points, all done atAlfa specialists: new rear screen, airintake, radiator, head gasket, 2x cambelt change incl aux belts/waterpump in my ownership (despite less than12K miles in 8 years), variator, cat backstainless steel exhaust (Cybox),polybushed rear suspension, newdiscs/pads all round, new frontsuspension arms, clutch less than 8Kmiles ago, new airbag ECU at last MOT,new quality Yuasa battery. Offersaround £3K. Tel: 07736 373898 (HemelHempstead). A289/001

Alfa Romeo Giulietta Lusso 1.4 TB. This immaculate Alfa metallic red manual carhas done 35,000 miles (petrol). It has a full Alfa main dealer service history and MOTuntil January 2021. It was pre-registered and has had one female driver, £5500, priceincludes new Giulietta mats. Tel: 07925 172866 (Central Belt, Scotland). A289/006

Alfa Romeo 916 Spider 3.0 V6 24vLusso. 2001, 86,000 miles, rare exampleof the 916 3.0 (2959) V6 24v spider inLusso Proteo Red with black leatherinterior. UK car, RHD, recently MOT'd andserviced, new cambelt @ 83K miles,engine detailed, EBC front brake discs,Q2 differential, GTA clutch/flywheel,Koni Sports shocks, Alfaholics handlingkit, Supersprint cat back sports exhaust,Red Dot remap to 250bhp, bodywork ingood condition, electric roof,comprehensive service history withmany receipts and MOTs back to 2006+,2 previous owners. £7995 ovno. Tel: Peter, 07740 172173 (Surrey).A289/054

2009 Ferrari California 4.3 2+2Convertible. Bodywork and interiorexquisite, serviced last month and 11months MOT, Rosso/Cream leather interior.Loaded with an impressive list of optionalextras including, diamond cut 20’’ wheels,Red brake calipers, Yellow speedo fullyelectric front seats. 17,000 miles with fullservice history. Complete with 2 originalkeys, all the factory supplied books, toolkits. I also have genuine Ferrari windbreaker, red California branded garagecover and winter trickle charger. For moreinformation email: dean.ambridge2@gmail.com. Tel: 07860 255046. A289/013

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AVANTI MOTORSPORTABARTH / ALFA / FIAT / LANCIA1000s of used parts in stock Performance Engine PartsEngine & Gearbox Rebuilds

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Email: Info@alfaworkshop.co.ukTel: 01763 244441

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To advertise your companyin Auto Italia Magazine, call Talk Media SalesTel: 01732 445325

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1989 Ferrari Mondial T. Well known car,fully modified Ferrari Classic Group 4race car specification, road legal withMOT, ready to race. Complete withoriginal seats, trim and glass to returnto road car specification if desired.Spare wheel/tyres, black tailored carcover with Ferrari logo, £39,995. Tel:Nick Taylor 07747 002941. Email:nicktaylor.com@gmail.com. A289/026

Lancia Dedra rear mud flaps. Originalgenuine Lancia parts, still in Lanciapackaging, brand new, £40 plus postage.Email: ianbell24@hotmail.co.uk(Glasgow). A289/040Alfa Romeo 2.5 V6 engine andgearbox. Complete with someancillaries, low mileage, no longerrequired, sensible offers please, deliverypossible. Tel: 07774 877976. A289/041Ferrari 512TR wheels. I am refitting theoriginal wheels to my Testarossa andtherefore have four 512 TR wheels forsale. They are in very good conditionwith Pirelli front tyres 7mm tread dated2005, and Pirelli rear tyres 6mm treaddated 2012. Also included are the wheelspacers and wheel bolts, serious offersonly please. Tel: Douglas 07770 345923.A289/042Ferrari 348 items. For 348: space saverwheel, full size wheel + tyre, jack +wheelbrace, hill engr gear lever lock,£500. Tel: 07928 602523. Email:ortwojagsaunders@gmail.com.A289/043

PARTS

Maserati GranSport Spyder. 2007, thelast GranSport Spyder of only 26examples in the UK. One owner fromnew and full Maserati service history,39,000 miles. Well known Maserati Clubcar and Auto Italia featured. Lovelyspecification and great condition,£38,500. Please contact Andy Heywoodat McGrath Maserati, where the car canbe viewed. Tel: 01438 832161. Email:andy@mcgrathmaserati.co.uk.A289/062

MASERATI

Maserati Ghibli SS. 1971, right-handdrive 4.9 litre SS manual gearbox,immaculate in Verde Gemma with tanleather. Totally restored by McGrathMaserati to Concours winning condition.As good as they get and fantastic todrive as well, available to view atMcGrath Maserati. Please contact AndyHeywood for more details on 01438832161. Email: andy@mcgrathmaserati.co.uk. A289/060

2014 Maserati Ghibli 410 S. The rarehigh power model in the classicEmozione Blue/cream leathercombination with 20’’ alloys, 55K miles,full history (serviced at 51K), £24,950,Tel: 07904 114414. Email:JBailey121@aol.com. A289/023

360 Modena Spider carbon fibre rearlight grille panel. 1999-2005 Ferrari 360Modena/Spider/Challenge, equivalentFerrari part number: 65919000, new,carbon fibre rear light panel/grille coverfor your Ferrari 360, 2 x 2 twill carbonfibre pattern, no modificationsnecessary. Install in approx 20 minutes,£550, cash on collection or PayPal(paypal will incur p&p). Email:charleshodder76@gmail.com. A289/056

Fiat 124 Spider Lusso Plus. 2017, only3800 miles, with full luggage packincluding 3 designer bags, auto lock,black piano trim, reversing camera, satnav, Bluetooth with seat speakers andmuch more. Delivery anywhere in the UK,contact Robin for more information andpictures, £16,995. Tel: 07890 269143.Email: robingeorgepaul@gmail.com.A289/055

FIAT

Fiat 500 headlights. Pair, fit earlymodels, genuine original Fiat parts, nodamage, £19 each, excellent s/hcondition, can post. Tel: 07989 951895(Canterbury). A289/007

1998 Fiat Barchetta LE. No.2484,109,000 miles, silver, red leather interior,good red mohair roof, DTR sportsexhaust, new clutch, cambelt, variator,water pump, front tyres, body needs tlc,owned last 4 years, £2250. Tel: 07831223103. Email: julian@julianphilip.co.uk(Surrey). A289/008

2006 Fiat Panda Dynamic Dual Logic.18,900 miles only, recently serviced andnew MOT in Jan 2020, excellentcondition inside, bodywork has a fewscuffs as this was my late father’s car,£1800 ovno. Tel: Joe, 07776 198516(Hitchin). A289/009

Fiat 1900A 1952. Right-hand drive, veryrare car! Very good condition, originalbodywork, very low mileage. Been infamily for 22 years, featured in AutoItalia in November 1999 by Phil Ward,lots of spares included, sensible offersconsidered. Tel: 07925 904194. Email:miller221245@gmail.com. A289/002

Ferrari 599 left-hand driveheadlights. Barely used, only used for afew months, price: £1750 open to offers.Tel: 07581 228956. A289/005

Ferrari 458 Challenge. Upgraded Aeroby f.f.Corse. Recent CCM discs, includestwo spare sets of wheels with freshDunlop slicks, 10,500kms only. Greatcondition and well maintained, race atBrands, Spa, Nurburgring, Hockenheimand Ochersleben (FCR & FCD) in 2020 anddo the fabulous Red Bull Ring event inMay or just play in the UK in Britcar, GTCup, or AMOC GT – plus track days!Priced to sell at £120,000, no VATliability, displayed NEC Classic Car Show.Tel: Nicky Paul-Barron, 01296 622770 or07831 328308. A289/016

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Ferrari 348/Mondial T timing coverset. Ferrari 348/Mondial T timing coverset, items are either new or excellentused, £500 for the set. Email: wilcox-s@sky.com. A289/044Offers for new Forge silicone turbohose kit. In red for 595 Abarth, fitted givesextra bhp, red matches air filter cover.Tel: 07711 351375 (Leics). A289/045Lancia Delta HF Turbo parts. From a44,000 mile car, instrument cluster, PAS,rack, sill covers, lights, f&r mirrors, ECU,foglights, exhaust centre plus someother bits, £150. Tel: 07541 310419(Lincs). A289/046

Ferrari 348 door mirrors. Pr of new stillin boxes complete Ferrari 348 doormirrors. Sold as a pair for £1500. Email:wilcox-s@sky.com. A289/047

Genuine new Ferrari aluminiumchassis/body parts. All parts genuinenew and unused OEM Ferrari parts,360/430 rear wing/fender supportbrackets x2 #65155300; 599 front anglepieces 1x LH #69017211; 1x RH#68059811; 360 front reinforcement; 1xRH #166291; 2x LH #166191; 430 LHlateral support bracket #64913500; 360LH rear frame brackets x2 #166188.Dealer price over £350, £150, £7.50 p+pUK, £15 int, PayPal only. Email:johndstevens199@gmail.com. A289/048Complete twin distributor ignitionsystem Ferrari 308GT4. Systemincludes two distributors, caps andleads, coils. The leads and coils approx200 miles, car running perfectly whenremoved, £1200. Tel: Ian, 07875 744694mobile or 01726 890147 land line.A289/049

Auto Italia magazines. Issue 215 Jan2014 to 272 Oct ‘18, offers welcome, tocollect Leatherhead area. Tel: Rob,07802 180671 (Surrey). A289/050

Ferrari 430 Challenge Series pitlane/wall passes. Ferrari 430 Challengeseries pit lane/wall passes and lanyards.Finali Mondiali Mugello etc, see photosfor details, wear and tear consistentwith use. Please note one clasp isbroken, see photo, great collectableitems for Ferrari enthusiast ! £75, £7.50p+p UK, £15 int, PayPal only. Email:johndstevens199@gmail.com. A289/051

Wtd car: Espada S3 prefer LHD. Swap 4Merc 240TE estate, auto, 2 owners,70,000 mls, many extras and new parts:g/box, rad, batt, exhaust, tyres etc, + proandcollection Nikon/Pentax camera items,ideal wildlife etc, + clothing etc, and/orSnap-On tools, new and collectables,please help. Tel: 01277 200530. A289/052Wanted misc: ‘Miura Bible’, swap 4 ‘TheFord that beat Ferrari’, also anythingLambo, and car mags, any language,swap 4 books, mags, brochures etc, USAtrucks, 4x4, cars, limo/hearse, Mustang,Lotus, RR, GT40, Jag, classic and racem/cycles, MV, HRD, wildlife etc. Tel:01277 200530. A289/053

Thepublishersacceptnoresponsibilityforthequalityofgoodssoldthroughthesepagesalthoughthegreatestcarewillbetakentoensurethatadvertisementsacceptedarebonafide.AdvertisersshouldtakenoteoftherequirementsoftheTRADEDESCRIPTIONSACT1968 whenpreparingtheiradvertisementsforpublication.

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MISCELLANEOUS

WANTED

Alfa Romeo Racing 3D hand madesign. Measuring 1010mm long x 255mmwide, all wood construction, £125,shipping extra. Tel: 07564 637636.A289/061

Ferrari 308GT4 sales brochure. Original1974 sales brochure, published by FerrariModena Italy. Publication no n.87/74, 8pages of high gloss colour photographicimages. English/Italian/French text, veryrare, condition is very good, the covershave light scuffs/creases. Please seeattached photographs, size approx 113/4”x 81/4”, £45. Email :jon.leo@btinternet.com. A289/059

Diagnostics system. Leonardodiagnostics kit for sale, loaded withFerrari models up to and including F488GTB and Maserati, (other brands can beadded). This is the best system to haveafter the official factory diagnostics,really is as new and comes with all leadsetc and in original hard case. If you havea collection or even 1 Ferrari then this isa rare opportunity to have your owndiagnostics system. Please contact mefor more information. Tel: Tim, 07773328543. Email: trwadman@outlook.com.A289/058

F40 towing eye. Offers in excess of£200 plus postage. Email:nicholashart@me.com. A289/057

price

Officina Ferrarese Car Club badge.Including rear fixing bar, £45, shippingextra. Tel: 07564 637636. A289/004

auto italia98

OBSCURATICURIOSITIES FROM THE AMAZING WORLD OF ITALIAN CARS

Triumph TR3 SpecialeTHIS WAS MICHELOTTI’S VERY FIRST WORK FOR TRIUMPH, A BRANDWITH WHICH HE WOULD ENJOY A DECADES-LONG RELATIONSHIP

The 1950s saw Italianstyling houses at theheight of their powers.They were globalinfluencers, with

mainstream car manufacturersthe world over beating a path totheir doors. British marquesweren’t exactly slow out of theblocks, either, with GiovanniMichelotti being arguably themost in demand. His work withStandard-Triumph in particular iswidely celebrated, but the carpictured here never made theleap from show car toproduction model.

Strictly speaking, it wasn’tfashioned by his eponymouscarrozzeria, either. Instead, it wasproduced in conjunction with hislong-time collaborator and foil,Alfredo Vignale. The car wascommissioned by Standard-Triumph as a styling study. TheCoventry firm’s TR2 and TR3models had sold well and provedefficient in all manner ofmotorsport disciplines, but theyweren’t exactly objects ofbeauty. This new Anglo-Italianproject was meant to inject alittle glamour into proceedings.

The TR3 Speciale marked thejumping-off point for Vignale’sinvolvement with Standard-Triumph, which was keen toshake off its dowdy image. Thiswas effectively a test; anassessment of what the Italianswere capable of. The TR3-basedone-off broke cover at the 1957Geneva Motor Show where it wasgreeted with generallyfavourable reviews from thespecialist media.

Stylistically, it didn’t bear eventrace elements of the donor car.Instead, Michelotti appeared toderive his influences fromDetroit: witness the conspicuous

tailfins, ornate chrome eggcrategrille, gilded bonnet scoop andraked-forward headlight cowls.Inside, there was a newdashboard, wind-up windows (notsomething you would find inproduction TRs at the time), aradio paired with an electrically-retractable aerial, and cream-piped black leather trim with realleopard skin inserts.

The Autocar borrowed the carfor a fortnight in 1958. Itreported: “Alfredo Michelotti andGiovanni Vignale [sic] haverespectively designed and built avery practical body as well as avery attractive one. It is some200lb heavier than the standardmodel, but this weight includes anumber of extras and thedetachable hardtop, in additionto a hood. It seldom pays to saya car is beautiful or ugly, becauseopinions differ so much, butthere is no doubt that mostpeople find the lines veryattractive in this case… This carwas lent for sampling, not roadtesting, and to say much morewould be to whet appetites that

cannot be satisfied. But this isnot to suggest that Triumph willneglect the lessons to belearned from such a ‘special’. Infact, there is no doubt that evennow the company is cooking upideas and developing features tobe incorporated progressivelyinto TR3 successors.”

It was, too. Several futureproduction TRs were styled byMichelotti, while Vignale crafteda run of Triumph Italia models forthe home market. Vignale andMichelotti were rewarded withcontracts spanning everythingfrom the Standard VanguardPhase III to the Triumph Herald.

As for the fate of the TR3Speciale, therein lies a mystery.After its show appearance atGeneva, and subsequentevaluation, the car was used byStandard’s managing director,Alick Dick. We know it escapedthe scrap man’s torch, unlikemany other prototypes of theperiod, because it wasphotographed by the roadside in Modena in 1960. It goes dark thereafter…

Story by Richard Heseltine