Alfa SZ
-
GostGo
- Drug Član
Post
Registered SZ's per country
ES-30 1989 - 1991
England: 73
The Netherlands: 52
Germany: 51
Switzerland: 35
Japan: 46
Italy: 52
Belgium: 21
Austria: 12
France: 17
South Africa: 3
Norway: 2
Argentina: 2
Sweden: 2
Bahrain: 1
Spain: 5
Luxemburg: 2
Taiwan: 1
Equador: 1
Malaysia: 1
Portugal: 4
Croatia: 2
Bulgaria: 1
??: 1
Philippines: 1
Tsjechia: 1
Ireland: 1
Canada: 1
ES-30 1989 - 1991
England: 73
The Netherlands: 52
Germany: 51
Switzerland: 35
Japan: 46
Italy: 52
Belgium: 21
Austria: 12
France: 17
South Africa: 3
Norway: 2
Argentina: 2
Sweden: 2
Bahrain: 1
Spain: 5
Luxemburg: 2
Taiwan: 1
Equador: 1
Malaysia: 1
Portugal: 4
Croatia: 2
Bulgaria: 1
??: 1
Philippines: 1
Tsjechia: 1
Ireland: 1
Canada: 1
-
GostGo
- Drug Član
Post
[size=]In its 90 year history, Alfa Romeo produced a lot of cars which have remained memorable whether commercially successful or otherwise. I think the SZ, as a high performance supercoupe is one of those cars.
There are few cars which are so unique that they're considered a design classic as soon as they appear, but the Alfa Romeo SZ certainly is one of them. It was a product, a remarkable synthesis of two well known Italian companies looking for a new lease of life. There was Alfa Romeo, submerged in the Fiat-concern in the 1980s, with a tarnished image of building rusting cars which lacked quality searching for a renewed link with their exiting sportscar past. And there was Zagato, the Milan-based design studio and coach builder, which was making a gradual
transition from developing and manufacturing (exotic) production car bodywork to industrial design and prototyping. Both companies found each other in a common need to reestablish their images in the late 1980s which lead to the remarkable Alfa Romeo SZ coupe and ultimately the RZ roadster. It wasn't fashionable nor conservative, it took no cues from any other model and it wasn't easy on the eyes. You either loved it or hated it and at best it was avant-garde. It set a standard which was never followed, it was named and revered as .The Monster.; it brought life to the scene of wind tunnel and consumer groups dictated anonymous car design. In other words: it stirred emotions. And that's what makes a car more than an object. This .Experimental Sportscar-3.0 litre. was unveiled at the Geneva Motor Show as a prototype by Zagato, but in fact its design history was far more complicated. No less than 3 teams were asked to design a proposal: the studio of Zagato, Alfa Romeo's own Centro Stile (Walter da Silva and Alberto Bertelli) and Fiat's design center headed by Mario Maioli and Robert Opron, the distinguished French designer of the Citroën SM and the Renault Fuego for example. Unfortunately for Zagato its original design was discarded early on and ultimately the design which originated from the Fiat design center lead to the ES-30, with Robert Opron making the initial drafts and young designer Antonio Castellana largely responsible for both the styling of the body and the interior of the car. The SZ was planned and designed in a very brief lapse of time - 19 months to be exact - thanks to the use of integrated computer systems and CAD/CAM design, right from the first rough sketches.pparently Zagato only made small contributions to the design of the front and the rear of the ES-30, but still the illustrious .Z. crest of Zagato would grace the sides of the car. General opinions on the almost extra terrestrial looking ES-30 were encouraging enough for Alfa Romeo to start up a production line for a limited series of this car, now renamed into SZ (Sprint Zagato) as a reminder to Alfa's inspiring past. The first 11 SZ cars were made that same year and a maximum production number of only 1,000 was announced. In 1990 the distribution of the SZ got under way with 289 cars produced. 1991 was to be last production year for the SZ. The final 736 cars left the factory, making the grand total for the SZ 1,036 produced cars (of which 38 were prototype and pre-production cars destined to be scrapped, but some of them are still extant ). There was only one color scheme available for the SZ: a red body (.Rosso Alfa.) combined with a dark grey roof section. The only exception to that was Andrea Zagato's personal car (a rebuilt Trophy racing car) which was completely black. The mechanical components of the SZ were produced by Alfa Romeo and enhanced by Alfa Corse.
The coachwork was a thermoplastic resin, reinforced with glassfibre composite material, bonded to a steel chassis with special adhesives to produce a body with extraordinary torsional rigidity. The result was dramatic and the Italian press described the car as . Il Mostro ...... .The Monster.. It was instantly loved or hated. The glassfibre composite plastic bodyparts were manufactured by Carplast (Italy) and Stratime (France). Zagato's role was mainly assembling the cars
The mechanical concept of the SZ prototype was the fruit of intense work by Alfa Romeo who with the important contribution of Alfa Racing, were determined to achieve characteristics of road holding and handling unusual for a car which was not specifically intended for competition. For this purpose, three prototypes based on the .75. chassis, and the experience gained by the 75 in the World Touring Championship were necessary. After many experiments and test runs, the definitive mechanical lay-out was a fact. In January 1988 the SZ prototype had a similar looking engine as used in the 3.0 litre V6 America 75. The 2959 cc., double overhead camshaft V6 light alloy engine with the banks set at 60 degrees and conventional 2 valves per cylinder was kept on as the sole candidate for the SZ. Maximum care was taken with the timing, the camshafts, the compression ratios and the geometry of the manifolds. The intake manifolds, wider diameter exhaust manifolds and the tubing for the coolant radiator are all of a new design, while a heat exchanger for cooling the engine oil plus a wider diameter air filter were also added. Fuel injection and ignition are controlled by an integrated electronic system ( Bosch Motronic ML 4.1 ) fitted with a detonation sensor.The horsepower this engine did produce is 210 Hp. ( in reality mostly higher ) supplied at 6200 rpm. with the maximum torque of 25 kgm. ( also higher in reality ) coming in on a very flat curve at 4500 rpm. The top speed of the SZ is according to Alfa Romeo 245 km/h. ( I have seen the needle of the counter hit 275 km/h. ! ). The acceleration from 0 to 100 ( two persons and 50 kg. luggage in the car ) is within 7 seconds, while it covers the standing kilometre in 24,7 seconds.
The underpinnings of the car were also based on that of the Alfa 75. Front and rear suspension were adapted from the Alfa 75 group A/IMSA competition cars, complete with uniball joints. The transaxle scheme, with front engine, rear gear-box-differential gearing group and De Dion axle, guarantees exceptional gear stability, thanks to optimal distribution of the load on the two axles. These characteristics and the particular asset assure the car's practically neutral behaviour and safe reliable driving under any condition. The transmission constitutes the rear change group in block with the differential gearing. The gear-box with 5 gears plus reverse, is provided with a single plate clutch with hydraulic command. The differential gearing is self blocking with 25% slip. The group is provided with an oil cooling circuit with radiator and circulation pump. The coachwork had been lightened by 150 kg, with a dry weight of 539 kg. bearing the front axle and 501 kg. on the rear, but in contrast to its lightweight construction style it is actually heavier (by 10 kg) than the full steel Alfa 75 saloon car: the SZ puts a stately 1,260 on the scales. Other measurements are a width of 1.730 m, a length of 4.060 m and a height of 1.300 m. The frame was stiffened in accordance with the data provided by the torsion and flexibility testing on the racing vehicles.
The SZ prototype's very restricted ground clearance prompted the adoption of a hydraulic lifting . By means of a button on the konsole, the driver can raise the car by 50 mm. in order to get over bumps in the road etc. The SZ featured an extreme torsional rigidity as a result of the steel shell construction with bonded plastic body panels. Combined with the sophisticated racinf suspension and the asymmetric Pirelli P-Zero tyres, the roadhandling is superb. With the suspension in the low setting ( 80 mm. ground clearance ) the SZ is able to pull more than 1.1. G in corners ( some drivers did succeed in pulling upto 1.4 G. ) In other words: it stays on track resisting a pulling force of more than its own weight. Imagine to go round a corner while a person of more than your own weight is hanging on to you, trying to force you the other way: that's what cornering in this car can be like... For the first time there was a - not for active racing - sportscar built with a very low Cx of 3.0 together with a ground effect to balance the natural lift of the car
The SZ is the synthesis of traditional technology pushed to its highest level. So the SZ is not, and does not pretend to be a high tech car - in other words, it is not an expression of the desire to condense in a single automobile all the most modern technological advances. It is not a projection of the future with ingredients such as four-wheel drive, all-wheel steering, anti skid systems or anti locking systems, stuffed with electro-technology etc. So you can not see the SZ as a kind of concept car, but Alfa Romeo built a car deliberately lacking in this respect, seeking rather to push to the utmost a synthesis of traditional technology and sportiness, reaching goals which were extremely close to the characteristics of competition cars. .The Monster., like it was nicknamed by the press because of its extreme looks and amazing driving potential, is an unique car. It did just the trick: surprising people, getting attention and boosting Alfa Romeo's image. Many of the produced cars are still around and it's not hard to find one in Western Europe. Outside Europe on the other hand the SZ is extremely rare. Only in Japan there are more than a handful. The SZ had done the job it was meant to, but ultimately was quite hard to sell because of its extreme looks and because of the fact that the market for luxurious cars collapsed. A special racing class (the SZ Trophy) was introduced so the SZ (and RZ) could be used in competition on tracks all over Europe. Participants received a 25% discount on the not even exorbitant price of the cars in order to boost sales and to promote the series.Regardless of the lacking commercial success of the SZ a new version appeared in 1992: the Roadster Zagato (RZ). Like the name indicates it was a convertible version of the SZ coupe. A year before Zagato had presented a SZ spider styling study, a remarkably elegant looking prototype SZ convertible with some curvy, almost feminine forms. But the actual RZ looked more like its SZ brother with angular shapes and the high waist line; more as if the SZ had been decapitated. However this car, unlike the SZ, was an original Zagato design. A limited production of only 350 cars was announced, but the RZ proved to be even harder to sell than the SZ. Only 278 roadsters left the factory; 50 in 1992 and 228 in 1993. Like the SZ the RZ was sold and distributed outside Italy mostly by enthusiasts and specialists, and not by the official Alfa Romeo channels.[/size]
Specifications of the car are:
Color:
Rosso Alfa number 130 - Duo Tone.
Engine:
type: 61501.
Location:front longitudinal mounting.
Number of cylinders and arrangement: 6 60 V. light alloy block and heads, capacity: 2959 cm3.
Bore x Stroke: 93 x 72.60 mm.
Compression Ratio 10:1
Max. Power: 207 HP or 154 kw ( EEC standards ) at 6200 rpm.
Max. Torque: 25 kgm. ( EEC standards ) at 4500 rpm.
Valve arrangement: V-type overhead. 1 overhead camshaft per bank with rocker-arms, toothed belt.
Top speed: 250 km/h.
Acceleration: from 0 to 100 km/h in 7 seconds.
Ignition system: digital ignition.
Cooling system: pressurized liquid cooling with thermostatic electric fan ( capacity: 10 liters).
Fuel system: electric pump with shutoff device in case of collision, combined ignition and fuel injection system ( multipoint ) Bosh ML4.1 - Motronic. 3-way catalyst ( US '83 standards ).
Fuel tank: internal, behind the rear seat ( capacity 68 litres ).
Transmission:
Rear wheel drive.
Clutch: dry single plate.
Gearbox: mechanical rear transaxle 5 speeds forward plus reverse,( I, 1:2,87 / II, 1:1,72 / III, 1:1,22 / IV, 1:094 / V, 1:078 / R, 1:3,0 ) floor mounted gear lever.
Final drive: hypoid bevel gear ( ratio 11/43 ).
Suspension
Front: independent wheels, transverse arms and oblique beam, coil spring, anti-roll bar.
Rear: rigid axle, de Dion scheme, oblique arm. Watt linkage, coil spring, anti-roll bar.
shock absorbers: hydrolic telescopic type ( with ground clearance manual control )
Wheels
Light-alloy Speedline rims in 2 pieces. Front wheels: 7Jx16 H2 ET:7. Rear wheels: 8Jx16 CH ET:20.
Tyres: P-Zero, front 205/55 ZR 16, rear 225/50 ZR 16.
Brakes
Foot: hydraulic circuit, front and rear vented discs, power-assisted braking. Handbrake: mechanical on the rear wheels.
Steering
Rack and pinion, servo, turning circle: 11 m.
Electric system
12 V; 70 Amp. alternator, 70 Ah. battery.
Structure
Bodypanels formed from Modar thermosetting metacrylic resin and glassfibre, bonded to the body-shell structure. The suspension was attached to the body-shell via Uniball ball joints
Dimensions
Wheelbase: 2.510 m. Track: front 1.464 m. rear: 1,426. Length: 4.060 m. Width: 1.730 m. Height: 1.300 m.
Weight
Unladen: 1260 kg.
There are few cars which are so unique that they're considered a design classic as soon as they appear, but the Alfa Romeo SZ certainly is one of them. It was a product, a remarkable synthesis of two well known Italian companies looking for a new lease of life. There was Alfa Romeo, submerged in the Fiat-concern in the 1980s, with a tarnished image of building rusting cars which lacked quality searching for a renewed link with their exiting sportscar past. And there was Zagato, the Milan-based design studio and coach builder, which was making a gradual
transition from developing and manufacturing (exotic) production car bodywork to industrial design and prototyping. Both companies found each other in a common need to reestablish their images in the late 1980s which lead to the remarkable Alfa Romeo SZ coupe and ultimately the RZ roadster. It wasn't fashionable nor conservative, it took no cues from any other model and it wasn't easy on the eyes. You either loved it or hated it and at best it was avant-garde. It set a standard which was never followed, it was named and revered as .The Monster.; it brought life to the scene of wind tunnel and consumer groups dictated anonymous car design. In other words: it stirred emotions. And that's what makes a car more than an object. This .Experimental Sportscar-3.0 litre. was unveiled at the Geneva Motor Show as a prototype by Zagato, but in fact its design history was far more complicated. No less than 3 teams were asked to design a proposal: the studio of Zagato, Alfa Romeo's own Centro Stile (Walter da Silva and Alberto Bertelli) and Fiat's design center headed by Mario Maioli and Robert Opron, the distinguished French designer of the Citroën SM and the Renault Fuego for example. Unfortunately for Zagato its original design was discarded early on and ultimately the design which originated from the Fiat design center lead to the ES-30, with Robert Opron making the initial drafts and young designer Antonio Castellana largely responsible for both the styling of the body and the interior of the car. The SZ was planned and designed in a very brief lapse of time - 19 months to be exact - thanks to the use of integrated computer systems and CAD/CAM design, right from the first rough sketches.pparently Zagato only made small contributions to the design of the front and the rear of the ES-30, but still the illustrious .Z. crest of Zagato would grace the sides of the car. General opinions on the almost extra terrestrial looking ES-30 were encouraging enough for Alfa Romeo to start up a production line for a limited series of this car, now renamed into SZ (Sprint Zagato) as a reminder to Alfa's inspiring past. The first 11 SZ cars were made that same year and a maximum production number of only 1,000 was announced. In 1990 the distribution of the SZ got under way with 289 cars produced. 1991 was to be last production year for the SZ. The final 736 cars left the factory, making the grand total for the SZ 1,036 produced cars (of which 38 were prototype and pre-production cars destined to be scrapped, but some of them are still extant ). There was only one color scheme available for the SZ: a red body (.Rosso Alfa.) combined with a dark grey roof section. The only exception to that was Andrea Zagato's personal car (a rebuilt Trophy racing car) which was completely black. The mechanical components of the SZ were produced by Alfa Romeo and enhanced by Alfa Corse.
The coachwork was a thermoplastic resin, reinforced with glassfibre composite material, bonded to a steel chassis with special adhesives to produce a body with extraordinary torsional rigidity. The result was dramatic and the Italian press described the car as . Il Mostro ...... .The Monster.. It was instantly loved or hated. The glassfibre composite plastic bodyparts were manufactured by Carplast (Italy) and Stratime (France). Zagato's role was mainly assembling the cars
The mechanical concept of the SZ prototype was the fruit of intense work by Alfa Romeo who with the important contribution of Alfa Racing, were determined to achieve characteristics of road holding and handling unusual for a car which was not specifically intended for competition. For this purpose, three prototypes based on the .75. chassis, and the experience gained by the 75 in the World Touring Championship were necessary. After many experiments and test runs, the definitive mechanical lay-out was a fact. In January 1988 the SZ prototype had a similar looking engine as used in the 3.0 litre V6 America 75. The 2959 cc., double overhead camshaft V6 light alloy engine with the banks set at 60 degrees and conventional 2 valves per cylinder was kept on as the sole candidate for the SZ. Maximum care was taken with the timing, the camshafts, the compression ratios and the geometry of the manifolds. The intake manifolds, wider diameter exhaust manifolds and the tubing for the coolant radiator are all of a new design, while a heat exchanger for cooling the engine oil plus a wider diameter air filter were also added. Fuel injection and ignition are controlled by an integrated electronic system ( Bosch Motronic ML 4.1 ) fitted with a detonation sensor.The horsepower this engine did produce is 210 Hp. ( in reality mostly higher ) supplied at 6200 rpm. with the maximum torque of 25 kgm. ( also higher in reality ) coming in on a very flat curve at 4500 rpm. The top speed of the SZ is according to Alfa Romeo 245 km/h. ( I have seen the needle of the counter hit 275 km/h. ! ). The acceleration from 0 to 100 ( two persons and 50 kg. luggage in the car ) is within 7 seconds, while it covers the standing kilometre in 24,7 seconds.
The underpinnings of the car were also based on that of the Alfa 75. Front and rear suspension were adapted from the Alfa 75 group A/IMSA competition cars, complete with uniball joints. The transaxle scheme, with front engine, rear gear-box-differential gearing group and De Dion axle, guarantees exceptional gear stability, thanks to optimal distribution of the load on the two axles. These characteristics and the particular asset assure the car's practically neutral behaviour and safe reliable driving under any condition. The transmission constitutes the rear change group in block with the differential gearing. The gear-box with 5 gears plus reverse, is provided with a single plate clutch with hydraulic command. The differential gearing is self blocking with 25% slip. The group is provided with an oil cooling circuit with radiator and circulation pump. The coachwork had been lightened by 150 kg, with a dry weight of 539 kg. bearing the front axle and 501 kg. on the rear, but in contrast to its lightweight construction style it is actually heavier (by 10 kg) than the full steel Alfa 75 saloon car: the SZ puts a stately 1,260 on the scales. Other measurements are a width of 1.730 m, a length of 4.060 m and a height of 1.300 m. The frame was stiffened in accordance with the data provided by the torsion and flexibility testing on the racing vehicles.
The SZ prototype's very restricted ground clearance prompted the adoption of a hydraulic lifting . By means of a button on the konsole, the driver can raise the car by 50 mm. in order to get over bumps in the road etc. The SZ featured an extreme torsional rigidity as a result of the steel shell construction with bonded plastic body panels. Combined with the sophisticated racinf suspension and the asymmetric Pirelli P-Zero tyres, the roadhandling is superb. With the suspension in the low setting ( 80 mm. ground clearance ) the SZ is able to pull more than 1.1. G in corners ( some drivers did succeed in pulling upto 1.4 G. ) In other words: it stays on track resisting a pulling force of more than its own weight. Imagine to go round a corner while a person of more than your own weight is hanging on to you, trying to force you the other way: that's what cornering in this car can be like... For the first time there was a - not for active racing - sportscar built with a very low Cx of 3.0 together with a ground effect to balance the natural lift of the car
The SZ is the synthesis of traditional technology pushed to its highest level. So the SZ is not, and does not pretend to be a high tech car - in other words, it is not an expression of the desire to condense in a single automobile all the most modern technological advances. It is not a projection of the future with ingredients such as four-wheel drive, all-wheel steering, anti skid systems or anti locking systems, stuffed with electro-technology etc. So you can not see the SZ as a kind of concept car, but Alfa Romeo built a car deliberately lacking in this respect, seeking rather to push to the utmost a synthesis of traditional technology and sportiness, reaching goals which were extremely close to the characteristics of competition cars. .The Monster., like it was nicknamed by the press because of its extreme looks and amazing driving potential, is an unique car. It did just the trick: surprising people, getting attention and boosting Alfa Romeo's image. Many of the produced cars are still around and it's not hard to find one in Western Europe. Outside Europe on the other hand the SZ is extremely rare. Only in Japan there are more than a handful. The SZ had done the job it was meant to, but ultimately was quite hard to sell because of its extreme looks and because of the fact that the market for luxurious cars collapsed. A special racing class (the SZ Trophy) was introduced so the SZ (and RZ) could be used in competition on tracks all over Europe. Participants received a 25% discount on the not even exorbitant price of the cars in order to boost sales and to promote the series.Regardless of the lacking commercial success of the SZ a new version appeared in 1992: the Roadster Zagato (RZ). Like the name indicates it was a convertible version of the SZ coupe. A year before Zagato had presented a SZ spider styling study, a remarkably elegant looking prototype SZ convertible with some curvy, almost feminine forms. But the actual RZ looked more like its SZ brother with angular shapes and the high waist line; more as if the SZ had been decapitated. However this car, unlike the SZ, was an original Zagato design. A limited production of only 350 cars was announced, but the RZ proved to be even harder to sell than the SZ. Only 278 roadsters left the factory; 50 in 1992 and 228 in 1993. Like the SZ the RZ was sold and distributed outside Italy mostly by enthusiasts and specialists, and not by the official Alfa Romeo channels.[/size]
Specifications of the car are:
Color:
Rosso Alfa number 130 - Duo Tone.
Engine:
type: 61501.
Location:front longitudinal mounting.
Number of cylinders and arrangement: 6 60 V. light alloy block and heads, capacity: 2959 cm3.
Bore x Stroke: 93 x 72.60 mm.
Compression Ratio 10:1
Max. Power: 207 HP or 154 kw ( EEC standards ) at 6200 rpm.
Max. Torque: 25 kgm. ( EEC standards ) at 4500 rpm.
Valve arrangement: V-type overhead. 1 overhead camshaft per bank with rocker-arms, toothed belt.
Top speed: 250 km/h.
Acceleration: from 0 to 100 km/h in 7 seconds.
Ignition system: digital ignition.
Cooling system: pressurized liquid cooling with thermostatic electric fan ( capacity: 10 liters).
Fuel system: electric pump with shutoff device in case of collision, combined ignition and fuel injection system ( multipoint ) Bosh ML4.1 - Motronic. 3-way catalyst ( US '83 standards ).
Fuel tank: internal, behind the rear seat ( capacity 68 litres ).
Transmission:
Rear wheel drive.
Clutch: dry single plate.
Gearbox: mechanical rear transaxle 5 speeds forward plus reverse,( I, 1:2,87 / II, 1:1,72 / III, 1:1,22 / IV, 1:094 / V, 1:078 / R, 1:3,0 ) floor mounted gear lever.
Final drive: hypoid bevel gear ( ratio 11/43 ).
Suspension
Front: independent wheels, transverse arms and oblique beam, coil spring, anti-roll bar.
Rear: rigid axle, de Dion scheme, oblique arm. Watt linkage, coil spring, anti-roll bar.
shock absorbers: hydrolic telescopic type ( with ground clearance manual control )
Wheels
Light-alloy Speedline rims in 2 pieces. Front wheels: 7Jx16 H2 ET:7. Rear wheels: 8Jx16 CH ET:20.
Tyres: P-Zero, front 205/55 ZR 16, rear 225/50 ZR 16.
Brakes
Foot: hydraulic circuit, front and rear vented discs, power-assisted braking. Handbrake: mechanical on the rear wheels.
Steering
Rack and pinion, servo, turning circle: 11 m.
Electric system
12 V; 70 Amp. alternator, 70 Ah. battery.
Structure
Bodypanels formed from Modar thermosetting metacrylic resin and glassfibre, bonded to the body-shell structure. The suspension was attached to the body-shell via Uniball ball joints
Dimensions
Wheelbase: 2.510 m. Track: front 1.464 m. rear: 1,426. Length: 4.060 m. Width: 1.730 m. Height: 1.300 m.
Weight
Unladen: 1260 kg.
-
starac vujadin
- Contact:
- Garaža: Laguna Coupe, Smart
- Lokacija: Stari grad
- Lokacija: Stari grad
Post
Ima jedan SZ u Hrvatskoj i vlasnik nije kooperativan...tako bilo do pre koji mesec. U Bugarskoj je vlasnik predsednik Alfa Romeo kluba. Taj auto sam video.
Ovi podaci o krajnjoj brzini su preterani. Kad budem stigao napisacu testirane i merene podatke.
Jos 13 godina, pa ce biti oldtimer i moci cemo da ga uvezemo...
Ovi podaci o krajnjoj brzini su preterani. Kad budem stigao napisacu testirane i merene podatke.
Jos 13 godina, pa ce biti oldtimer i moci cemo da ga uvezemo...
Acqua-Olio-Benzina
- superfly tnt
- Contact:
- Garaža: Ford Tabanus
- Lokacija: Zagreb
Post
vidio sam taj auto i upoznao covjeka. ne zanimaju ga previse klubovi. auto ok izgleda , ali pogled odozdola otkriva najobicniju 75icu kojoj curi getriba, masno je sve oko motora. iznutra nista posebno, a za vozit pretpostavljam da je slicna 75ici.
-
SashaSa
- Drug Član
Post
Oko uvoza mislim da nesto moze da se sredi preko muzeja, jer ipak ovo nije obican automobil.
SZ/RZ u odnosu na 75/GTV ima samoventilirajuce diskove na svim tockovima, prednji diskovi su 285mm, centralni deo Dediona na koji se kaci za karoseriju je drugaciji, regulisanje visine vozila iz kabine. U principu sitnice ali mnogo doprinose perfektnim voznim svojstvima.
SZ/RZ u odnosu na 75/GTV ima samoventilirajuce diskove na svim tockovima, prednji diskovi su 285mm, centralni deo Dediona na koji se kaci za karoseriju je drugaciji, regulisanje visine vozila iz kabine. U principu sitnice ali mnogo doprinose perfektnim voznim svojstvima.
-
starac vujadin
- Contact:
- Garaža: Laguna Coupe, Smart
- Lokacija: Stari grad
- Lokacija: Stari grad
Post
test u auto motor und sportu, br 1/1990
vmax - 235km/h, 0-100 - 7,5 sec, 1000m - 28,2 sec, prosecna potrosnja 13,7l/100km, 102000 DM
Iskreno - 1,4G mi je sumnjiv podatak... svejedno auto je kategorija za sebe i ima posebno mesto medju Alfama.
vmax - 235km/h, 0-100 - 7,5 sec, 1000m - 28,2 sec, prosecna potrosnja 13,7l/100km, 102000 DM
Iskreno - 1,4G mi je sumnjiv podatak... svejedno auto je kategorija za sebe i ima posebno mesto medju Alfama.
Acqua-Olio-Benzina
-
Dora
- honorable
- Contact:
- Garaža: FIAT :(
- Lokacija: Novi Sad
- Lokacija: Novi Sad
-
speedfreak968
- Garaža: :
'07. AR 159 SW JTDm
'03. Peug 206 XS 1.6 16v
ex '96. AR 146 ti
ex '98. AR 156 2.0 TS
ex '02. AR 156 2.5 V6 24v
ex '04. AR 156 SW ti - Lokacija: Bgd
- Lokacija: Cinecittà, Belgrado
Post
If everything seems under control, you're just not going fast enough.
Mozda nisam upucen, ali... da li je ikada iko razmisljao o tome da se udje u trag i napravi neka vrsta baze podataka o svim klasichnim Alfama u Srbiji? Bilo ih je nekada zaista dosta, vidajao sam i giulie (berlina i kupe-sprint), giuliette (da, da...), 1900... u poslednjih godinu dana se ne secam da sam igde video neku klasiku na ulicama... 
Da li je ovako neshto izvodljivo?
Takodje, shta mislte o tome da kao klub, a mislim da sam vec tako neshto i ranije predlagao, kupimo-uvezemo neku oldtimer alfu kao klupsko mezimche da je zajednichkim snagama (ulaginjima) mazimo i pazimo? mislim pored nas entuzijasta, ima ovde i dosta majstora (i inzenjera ;-) ) koji bi, valjda, dali svoj doprinos... A? Ne bi valjda bilo ono - zajednichka kobila najbrze lipshe
Da li je ovako neshto izvodljivo?Takodje, shta mislte o tome da kao klub, a mislim da sam vec tako neshto i ranije predlagao, kupimo-uvezemo neku oldtimer alfu kao klupsko mezimche da je zajednichkim snagama (ulaginjima) mazimo i pazimo? mislim pored nas entuzijasta, ima ovde i dosta majstora (i inzenjera ;-) ) koji bi, valjda, dali svoj doprinos... A? Ne bi valjda bilo ono - zajednichka kobila najbrze lipshe
If everything seems under control, you're just not going fast enough.
-
dekideki
- Drug Član
- Garaža: 2001. Alfa Romeo 156 2.0 16V
- Lokacija: Cukarica
- Lokacija: Beograd
Post
bez uvrede tebi Veki, to mora da se ispravi pod hitno! 75 je najbolja voznja od svih Alfi koje sam doziveo... evo onaj moj cuveni 1 krug sto mi dodje Dora prepustam tebi!veki-peki napisao:bez uvrede, ja iskreno nisam vozio ni 75, a kamo li rz, sz... po izgledu su nebo i zemlja...
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speedfreak968
- Garaža: :
'07. AR 159 SW JTDm
'03. Peug 206 XS 1.6 16v
ex '96. AR 146 ti
ex '98. AR 156 2.0 TS
ex '02. AR 156 2.5 V6 24v
ex '04. AR 156 SW ti - Lokacija: Bgd
- Lokacija: Cinecittà, Belgrado
Post
If everything seems under control, you're just not going fast enough.
imam ja par likova i neshto rodbine u MUP-u (sa zenine strane, naravno;) ) pa cu da probam...
If everything seems under control, you're just not going fast enough.
