Ferrari... Παρον + Παρελθον = Χ

[john_stil]

Να πως μια εταιρια και φυσικα τι αλλο Ιταλικη και ειδικα η Ferrari, βρισκει τροπο να δανειζεται στοιχεια απο το παρελθον και να κατασκευαζει απιστευτα αυτοκινητα οπως και τοτε ετσι και τωρα...

μονο με καποιες απλες πινελιες...

Η ομοιοτητα ειναι εμφανης...

[MAFIA]

Απιστευτο!!!μπραβο παρατηρητικοτητα!!!

[Mad]

Ρε δεν παλεύονται οι Ιταλοί!!!!!Δεν μπορεί κανένας να τους φτάσει στο design!!!!

[sakiss]

Στην πρωτη φωτογραφια προς τα δεξια ειναι η 250GTO η οποια με την σειρα της εχει σχεδιαστηκες ομοιοτητες με την ιστορικη Αλφα ΤΖ2.Σημερα σωζονται 150 κομματια αξιας 300000ευρω...οσο μια Miura δηλαδη.

http://www.autodrome-cannes.com/alfa...owroom_sml.JPG

Like Ferrari's 250 GTO, the TZ2 was Alfa Romeo's last purpose-built GT racer before the Milanese firm shifted their focus to crack sports prototypes with which to contest endurance events around the globe. Opinion varies between whether 12 or 14 were ever manufactured, all of which were built up by Alfa's newly formed racing division, Autodelta. Run by Carlo Chiti, himself famous for a love of stray dogs, Autodelta's TZ2 programme was conceptualised strictly as a works project, Alfa having no intention to supply cars to privateer teams. The chassis was developed from the original TZ's steel-tubed spaceframe although suspensions were mounted lower than before and came more fully adjustable. A lowered steering column and new 13-inch Campagnolo wheels were also fitted, these cars weighing in at 620kg - around 100kg less than their predecessors. Mechanically, Alfa's emphasis once again lay with evolution rather than revolution, all TZ2 engines being specially prepared by Virgilio Conrero's famed Autotecnica Conrero speed shop in Torino.


Developed from Alfa's dual overhead camshaft four, displacement was unchanged from its predecessor with 1570cc thanks to a bore and stroke of 78 x 82mm respectively. However, with a set of hot camshafts, larger valves, magnesium casings and a twin plug head from the GTA, output was up from 130 to 170bhp at 7500rpm - reputedly good enough for around 160mph! This unit was also dry sumped to facilitate a lower hood line and provide the car with minimal ground clearance, Conrero fitting two sidedraught Weber carburettors and canting the entire engine over to the right. Perhaps the TZ2's most striking element was its stunning bodywork, designed over the spring of 1964 by Ercole Spada for Zagatao in Milan. Markedly lower than the original, Spada's creation stood just 41-inches high and applied all the latest aerodynamic undersanding of the day with covered headlights, bulbous wings, a rakish fastback cabin and sharply cut-off Kamm tail. After experimenting with glassfibre on some of the last TZ's, it came as no surprise to find that with the exception of the prototype which had an all-alloy shell (from which a set of initial moulds were taken), every subsequent TZ2 was manufactured from GRP.

This didn't mean that production cars were identical though, ducts and vents varying from one to another. Inside, bare aluminium contrasted with a matt black dash that featured beautifully cowled instrument binnacles, sundry dials being scattered between them. Black vinyl covered the steeply raked figure-hugging bucket seats, all-round visibility proving surprisingly good thanks to the glassy cabin and new one-piece, all-enveloping rear window that replaced the originals three-piece arrangement. Launched at the Geneva Salon during March 1965, a maximum of 14 were constructed.


All were made between that spring of 1965 and the summer of 1967, some of which were scratch built (and carry a single serial number on the drivers side engine bulkhead), others being factory upgraded TZ's (which carry their original number on the drivers side bulkhead in addition to their new TZ2 number on the passenger side). Chassis numbers continued on from the original TZ and used 105 11 AR 750 designations followed by individual car numbers ranging from 104 to 117 (although Bertone's one-off Canguro, built up to assess the feasability of a road version, was manufactured on chassis 101 in 1964). Bertone were not the only carrozzeria to work their magic on a TZ2, Pininfarina designing their own version on chassis 114 in 1966. More information on these two cars can be found in Part 3. Unfortunately, because Autodelta was run in a notoriously haphazard manner throughout the course of its existence, there's an almost complete absence of chassis records and it's often very difficult to establish accurate individual histories. But this doesn't stop us documenting the TZ2's impressive contemporary race record which inauspicially began at Le Mans '65 with all three Autodelta cars retiring.

TZ2's weren't seen again until 1966 when they won the 1.6-litre GT class on every occasion they ran, but even such total domination couldn't stop the programme from being dropped. Autodelta, somewhat overwhelmed by the scale of operations being undertaken, were forced to focus on the GTA and forthcoming Tipo 33 after just 18 months with the TZ2. Most of the firms existing cars were sold off to privateer teams and a handful of additional ones built, the Jolly Club, Jean Rolland, Alan Day and Count van der Straten all continuing to race them successfully.


World Manufacturers Championship 1965 - 67

Despite a brief international career that saw these cars contest a mere 11 rounds of the World Manufacturers Championship, the TZ2 quickly managed to establish an enviable reputation. With seven class wins including an unbeaten year in 1966, Alfa Romeo must have been suitably happy with the performance of their official racing department. Run solely by the works until 1967, it was with a team of three Autodelta entries that the TZ2 made its debut at 1965's Le Mans 24 Hours. All three qualified well amid Porsche and Ferrari prototypes, but apart from their early pace, it was a pretty unfortunate weekend.

The first to retire was Teodoro Zeccoli who put his #43 car into the Mulsanne sandbacks within a couple of hours, the Italian stripping down to his underpants and digging frantically in blazing sunshine, all of which was to no avail as his car remained beached. Next to go was the #42 car of Carlo Zuccoli and 'Geki', the latter retiring with transmission problems before his teammate had a chance to drive. With 22 hours still to run, Autodelta were down to their last TZ2 which mercifully lasted into Sunday morning before bearing trouble forced Roberto Bussinello to withdraw at 9:30am. Despite a triple retitrement, it hadn't been an unmitigated disaster for the Milanese cars and they would be back for 1966's Sebring 12 Hours. However, despite the TZ2 taking its maiden win in Florida, the race was overshadowed by the death of four spectators and GT40 racer, Bob McLean. Four cars had been entered by Autodelta, one of which was run under the banner of Filippo Theodoli. Just the 'Geki' / Gaston Andrey #63 machine finished, this in a creditable 14th position overall after gearbox problems, a dodgy head gasket and an oil leak had sidelined the other three cars. At Monza's 1000km race, Andrea de Adamich put in a storming performance during the early stages, the Italian admirably holding his own against drastically more powerful prototypes and being rewarded with a fine 11th overall, the TZ2's second class win

Sicily's 1966 Targa Florio saw the TZ2 have arguably its finest hour as despite torrential rain throughout much of the weekend leading to certain parts of the track resembling a farmyard, the #126 Alfa of Enrico Pinto and Nino Todaro came home fourth overall - beaten only by a pair of factory Porsche 906's and a works 206 S Dino. Moreover, tenth and 13th place finishes for Bianchi / Bussinello and 'Geki' / Zeccoli meant a marketable 1-2-3 in class. Alfa's Targa triumph was followed up by a win at the Nurburgring 1000kms for Lucien Bianchi and Herbert Schultze, this event normally being treated as a warm-up for Le Mans.

However, with no TZ2's entered for the years biggest endurance race, it seemed the factories support for their GT programme was beginning to wane. There was still time for one more three-car works assault on a round of the World Manufacturers Championship, this coming at the annual Mugello road race where another class 1-2-3 was spearheaded by Alessandro Federico and the mysterious 'Shangri-La'. They finished fourth overall in what was an under 2-litre race. The Bianci / Stefanelli and Capra / Lado entries were further back in 15th and 16th overall, just one car subsequently heading to the Coppa Citta di Enna at Lake Pergusa's 4.8km circuit where 'Shangri-La' qualified seventh for what was another under 2-litre race. Eventually finishing fourth behind a trio of prototypes, the #38 TZ2 was the first GT car across the line. Autodelta's works programme was officially brought to an end after the Enna race, some cars being sold off and a handful of new ones getting built up for special customers like the Jolly Club, Jean Rolland, Alan Day and Count van der Straten whose Racing Team VDS actually won the TZ2's last international endurance race, 1967's Nurburgring 1000kms. Many subsequently went onto do well in national events as well as hillclimbing, further cementing this little cars big reputation.

Race # Drivers Entrant Overall Class

1965 Le Mans 24 Hours 41 Bussinello / Rolland Autodelta SpA DNF -
42 'Geki' / Zuccoli Autodelta SpA DNF -
43 Rosinski / Zeccolli Autodelta SpA DNF -

1966 Sebring 12 Hours 63 'Geki' / Andrey Autodelta SpA 14th 1st
62 Bianchi / Consten Autodelta SpA DNF -
61 'Geki' / Zeccoli Autodelta SpA DNF -
64 Posey / Theodoracopulos Filippo Theodoli DNF -
1966 Monza 1000km 45 de Adamich / Zeccoli Autodelta SpA 11th 1st
46 Bussinello / 'Geki' Autodelta SpA DNF -
48 Pinto / Zeccoli Autodelta SpA DNF -
1966 Targa Florio 126 Pinto / Todaro Autodelta SpA 4th 1st
130 Bianchi / Bussinello Autodelta SpA 10th 2nd
114 'Geki' / Zeccoli Autodelta SpA 13th 3rd
124 Federico / 'Shangri-La' Autodelta SpA DNF -
1966 Nurburgring 1000km 77 Bianchi / Schultze Autodelta SpA 13th 1st
76 de Adamich / Zeccoli Autodelta SpA 21st 2nd
74 Capra / Pianta Autodelta SpA DNF -
75 Bussinello / 'Geki' Autodelta SpA DNF -
1966 GP Mugello 146 Federico / 'Shangri-La' Autodelta SpA 4th 1st
143 Bianchi / Stefanelli Autodelta SpA 15th 2nd
142 Capra / Lado Autodelta SpA 16th 3rd
1966 Coppa Citta di Enna 38 'Shangri-La' Autodelta SpA 4th 1st

1967 Monza 1000km 29 Volunterio / Zeccoli Ottorino Volenterio DNF -
30 Bianchi / Tronci ? DNF -
27 Trosch / Pilette Racing Team VDS DNF -
28 de Leonibus / Di Bona ? DNF -
31 Stefanelli / Cecchi ? DNQ -
1967 Spa 1000km 30 Trosch / Pilette Racing Team VDS 9th 3rd
62 Dezy / Gosselin Racing Team VDS 12th 4th
1967 Nurburgring 1000km 82 Trosch / Pilette Racing Team VDS 15th 1st
37 Hartung / Gilges Manfred Hartung DNF -
1967 Nurburgring 500km 5 Pilette Racing Team VDS 4th 2nd

Although most TZ2's were bodied by Zagato in Milan, a pair of particularly interesting examples received coachwork by Bertone and Pininfarina. The first, Bertone's Canguro, was executed on behalf of Alfa Romeo who wanted to assess a road-going versions feasibility. Built around chassis 101 during the autumn of 1964, this prototype tubular steel spaceframe was mounted a drastic six inches lower than the original TZ. It wore unique Campagnolo 13 -inch forged magnesium wheels but whether or not the Canguro actually used what would have been an experimental TZ2 motor is currently unknown.


Considering it was for all intents and purposes a road car, Alfa's 130bhp unit from the original TZ would probably have sufficed. What is for certain though is that Bertone's Giorgetto Giugiaro produced one of the most extraordinarily curvaceous designs of the sixties for this car. Covered headlights, doors curving into the roofline and a wraparound rear windscreen were the most striking details, Bertone affording the Canguro little in the way of impact protection. The bodywork was fabricated entirely from aluminium although production versions would almost certainly have been manufactured with glassfibre shells, nice touches including the external fuel filler and Quadrifoglio-shaped cabin-vents mounted either side of the roll hoop. Other details showed up later on the 1967 V8-engined Montreal, most obviously the prominent bank of horizontal engine-cooling vents carved out from the front wings. Inside, fibreglass bucket seats were channelled below the floorpan to accomodate drivers of six-feet plus, Bertone trimming the bolsters in vinyl and the perforated centres in woven cloth. Black vinyl was also used on the dash, transmission tunnel and doors, simple rubber mats covering the floor and belying the good deal of soundproofing.

[ΚΩΝΣΤΑΝΤΙΝΟΣ]

ΗΜΑΡΤΟΝ ΡΕ ΣΑΚΗ!!!!!!!
ΜΑΣ ΒΟΜΒΑΡΔΙΖΕΙΣ......

[face]

χωωωσε πραμα....!!!!