era progettata per competere con la lancia stratos.... in effetti, anche quella aveva delle ruote simili...roba da rally anni 70...
Esatto. Come noto, infatti, il Busso ha un angolo tra le bancate di 60°, configurazione che poneva qualche problema di equilibratura agli altissimi giri imposti al motore da competizione. In Alfa erano un po' al perso, non sapevano come fare, finché qualcuno se ne uscì con "ma dai, seghiamo il blocco della Montreal"; così il V8 visse una nuova stagione nelle competizioni. Nuova perché qualcuno non sa che la Montreal ha corso per davvero, ecco i risultati: 1972.04.30 – DRM Nurburgring Eifelrennen #8 Alfa Romeo Montreal (Division 1) – Did not arrive 1972.09.24 – Tour Auto #? Alfa Romeo Montreal (Sofar Autodelta) – Did not arrive #? Alfa Romeo Montreal (Sofar Autodelta) – Did not arrive 1973.05.06 – Spa 1000km #44 Pizzinato (L) / Nicolas Koob (L) (Pizzinato) Alfa Romeo Montreal (GT) - DNQ 1973.05.27 – Nurburgring 1000km #64 Dieter Gleich (D) / Dieter Weizinger (D) (Alfa Romeo Deutchland) Alfa Romeo Montreal (GT+1.6) Practice: 44th (9’27’’200) Race: DNF 1973.07.21 – Watkins Glen 6 hours #25 Bert Everett (USA) / Teodoro Zeccoli (I) (Bobcor Performance Racing Corp.) Alfa Romeo Montreal (GT) Practice: 30th (no time) Race: DNF (10 laps - gearbox) 1973.07.28 – Road America Trans-Am #? Bert Everett (USA) (Bobcor/Kendall) Alfa Romeo Montreal Practice: 18th Race: DNS 1973.08.26 – Hockenheim Euro GT #19 Dieter Gleich (D) (Dieter Gleich) Alfa Romeo Montreal (GT3.0) Practice: ?? Race: result unknown 1973.09.09 – Mainz-Finthen GT #197 Rolf Rosenkranz (D) (Rolf Rosenkranz Alfa Romeo Montreal (GT+2.0) Practice: ?? Race: position unknown 1973.09.30 – Zolder Düren/Nordheim #? Dieter Gleich (D) (Dieter Gleich) Alfa Romeo Montreal (GT+2.0) Practice: ?? Race: 3rd 1974.04.21 – Road Atlanta 6 hours #25 Bert Everett (USA) / Paul Nichter (USA) (Bobcor Racing) Alfa Romeo Montreal (GTO) Practice: 8th Race: 27th 1974.05.12 – Laguna Seca 1 #25 Bert Everett (USA) / Paul Nichter (USA - DND) (Bobcor) Alfa Romeo Montreal (GTO) Practice: ?? Race: DNF 1974.05.12 – Laguna Seca 2 #25 Bert Everett (USA) / Paul Nichter (USA - DND) (Bobcor) Alfa Romeo Montreal (GTO) Practice: ?? Race: DNF 1974.05.19 – Ontario 4 hours #25 Bert Everett (USA) / Paul Nichter (USA) (Bobcor Comparts) Alfa Romeo Montreal The car did not arrive 1974.07.13 – Watkins Glen 6 hours #25 Bert Everett (USA) / John Morton (USA) / Paul Nichter (USA - DND) (Bobcor) Alfa Romeo Montreal Practice: 28th (no time) Race: DNF (6 laps - engine failure) 1975.03.22 – Zolder #360 Driver ?? Alfa Romeo Montreal Practice: ?? Race: result unknown 1975.04.27 – Nurburgring Eifelrennen DRM #18 Dieter Meyer (D) (Touren und Sportwagen Hans H. Stahlberg) Alfa Romeo Montreal (Division 1) The car did not arrive 1975.09.21 – Sternberk hill climb #47 Anton Fischaber (D) Alfa Romeo Montreal 63rd (9’46’’000 - 4’56 & 4’50) / 14th B5 – 14th 2.5
The BOBCOR Racing Montreal Bob Cozza (Stephens Alfa Corp) In 1972, right after our GTA lost the Trans-Am championship to Pete Brock's 510 Datsuns, I approached Alfa Romeo USA to be my partner in a Montreal race car. I owned a Montreal street car and knew the potential of this car. Aldo Bozzi, President of Alfa USA, agreed to put in $100,000 for the project. I flew to Italy and sat down with my good friend Carlo Chiti and Eng Salvatore Gabarini and designed the car. Autodelta was very busy at the time with the T33/3 and F1 cars but Carlo was anxious for the project and thought he could have a car ready within a year. I flew home by way of London and bought a ready-to-go Cosworth Escort from Cosworth so I would have something to race in 1972. We entered that car in ten races and won every race in class with Bert Everett and John Buffum driving. In July of that year I brought Jody Schecktor over from So. Africa to race the car at Watkins Glen. In November of 1972 Carlo Chiti called me to say that I should come over as they were working on the Montreal. I went over right away and was disgusted at what I saw. The car was orange and it was suppose to be yellow. They did not understand IMSA rules and were building the car to FIA specifications. I told Chiti to stop and I would be back in January with my mechanic and we would stay and get the Montreal started in the correct manner. That mechanic was Oscar Feldman, an Italian Swiss from Bergamo who was one of my race mechanics on all three of my GTA's. The GTA that Gaston Andrey drove was mine. So in January 1973 I went to Autodelta for one month with Oscar and we directed the building of the Montreal. I ended up staying for two months and Oscar one and then I brought to Italy Dennis Turpin ( a Cosworth mechanic) to sort out the car. It was still orange at that time. In April I went back to Autodelta with Bert Everett and we all took the car to Balocco for testing. It was a modified 2.5L engine and the car was very slow. I was upset as was Everett. At that time I got to know an Autodelta test driver and racer known as Teodoro Zeccoli. He was of tremendous help and loved by Chiti and so through him I could get most anything done. He suggested the placing of the 3.3L Tipo 33 engine in the car. It was done and we tested again in June and except for the brakes we were happy. Chiti promised to finish the car and bring it with him to the Watkins Glen 6 Hour Race. He did...we qualified (Zeccoli) about 12 in class and the car blew an oil seal after two hours. The car went back to Autodelta for the rest of 1973. We had used up our budget and had spent an additional $100,000. I told Alfa to keep the car. Chiti said that all future work would be at no charge because now he was eager to see the project through. We changed so many things I cannot remember, brakes, suspension, gearing, aluminium and plastic panels and we were happy with the results when we tested in Balocco in November. The car came back to the USA in March of 74 and we raced the first time at Atlanta. Qualified 8th I believe and was running good until Bert took her through the tulips and the injection jammed. We raced many times after, always qualifying but never finishing. Then at Laguna Seca Patrick Head tested the car for me when I rented the track and told me that he didn't think the car would ever be any good because of the weight distribution to the front. In that race while running 8th after two hours the engine retired and that was the end of the Montreal. I never raced her again and then Alfa informed me that they would not put any more money into the project because they were terminating the sale of Montreals
Mi inchino a cotanta sapienza motoristica!! e anche alla sequela di smile che vogliono il mio scalpo... Scherzi a parte, ne sapevo davvero pochissimo prima dei tuoi (e non solo tuoi) post in merito, sembra un motore da favola per l'epoca!! ...però il 1.6 bialbero domina!! :P /emoticons/tongue@2x.png 2x" width="20" height="20" />
perbacco!!! un palmares di tutto rispetto... mi sa che l'anno prossimo ci provo pure io con una bicicletta /emoticons/biggrin@2x.png 2x" width="20" height="20" />
si, avevo notato anche io quella lista. infatti non ho ben capito a cosa si riferisse. non credo sia la cronistoria delle gare, mi sa che è l'elenco delle sconfitte,o degli insuccessi. nessuna auto perderebbe 10 gare su 10..
beh... c'è pure un terzo posto... magari però erano rimasti in tre in pista /emoticons/biggrin@2x.png 2x" width="20" height="20" />
C'è da tenere in considerazione che la Montreal Autodelta corse nel campionato Imsa, confrontandosi con vetture nate per le corse, quali Carrera Rsr, Bmw 3.0 Csl, Chevrolet Camaro, Shelby GT 350, per cui la concorrenza era di livello. Poi il progetto era nato su commissione di un privato e i "nostri" dell'Autodelta avevano capito così bene le specifiche IMSA che, al primo tentativo, allestirono la vettura secondo le specifiche FIA... Ci furono grossi problemi di affidabilità, anche dovuti ai collaudi pressoché nulli: il motore era infatti il 3,3 litri della Alfa 33, con una potenza attorno ai 340-350 cv, messo giù senza tanti adattamenti; il teutonico cambio ZF non reggeva sempre l'esuberanza del V8 italico. Insomma: la Montreal andava forte, ma era relativamente pesante rispetto alle altre, tendeva a surriscaldare con elevate temperature ambientali e, in definitiva, era pur sempre un esperimento, che si interruppe con la cessazione della produzione del modello di serie.
