Alfa Romeo Technical Director Don Black has been kind enough to search through his personal archives for this chronology of the 105.33 series cars.
Our efforts to understand the DNA of these magnificent cars has been substantially aided by my friend Vladimir Pajevic who was a personal friend of Ing. Carlo Chiti in the GTA era as a racer and car co-owner...and he maintains his friendship with the old Autodeltisti community of workers and racers of the past.
Finally, most of the photos you will find below are photographs taken of the photographs found on Ing. Chiti's office walls! These, his favorite pictures were annotated in his own hand to identify each model properly. Some are the personal property of Vladimir and others are now in the Public Domain...
I apologize for the uneven quality of some of the photos. The remainder of the pictures were widely distributed by the Public Relations staff of Alfa Romeo S.p.A. Allow me to invite corrections and additions to this chronology where memories have failed or omissions exist.
Ing. Don Black
Alfa Romeo USA Technical Director
In His Own Words: An Introduction of the T-33 Chronology
Awarded - "Alfa Romeo Champions Award 2016" from Scuderia del Portello
......I would like to explain few basic facts.
I was not an important actor in the game. Just a lucky young man that happened to be in right place at the right time.
My story was a simple one.
I am Italian of clear Serbian origins, and beside engaging in some modest racing activity, in those years I had owned (together with few other friends-partners) a small Alfa Romeo based racing team created with some help from various important racing drivers and Peter Monteverdi.... with the intention to rent well-prepared racing cars to private drivers.
Ignazio Giunti, a great driver and a close friend of mine introduced me to Carlo Chiti in 1966. In the intervening years I became first a client with a good relationship with the “Boss”, then a kind of a friend... and we had spent many good times, good wines and good food together.
Ing. Chiti was a person of vast culture and numerous interests, and was a splendid conversationalist . I have to admit that I haven’t witnessed anything important in the life of Autodelta nor did I take part in Ing. Chiti’s activities in that period. Just friendly chatting about everything and everyone, and as I had lived in Milano, the occasions to meet him were numerous.
Today, I belong to a small group of “old friends”, survivors from those glorious times who share memories and meet from time to time to remember absent friends and good old days.
Some of us have touched the peaks in racing sport and some (like me) were only participants of that fascinating world. .
All my memories I have sent to you are connected to the period 1967-1972 when I was in touch with Autodelta and Ing. Chiti.
From 1973 I transferred from Milano and (alas) my relationship to Ing. Chiti was reduced to exchanging Christmas cards and only few telephone calls. Don Black is certainly not new name for me, and I am pleased by his compliments and the comments he made in your story written in 1994.
Here are some fragments of my memories, and as a contribution to your knowledge about Ing. Chiti and the chronology of the T-33 series, there might be some unknown details and “small” secrets or something that could enlighten or support your point of view.
This is my personal reminiscence that you can use.
The T-33 Fleron
Awarded- "Alfa Romeo Champions Award 2016" from Scuderia del Portello
In 1953 IRI (Istituto per la Ricostruzione Industriale) the owner of Alfa Romeo S.p.A. back in the 1950's decided to end the glorious racing era.
By 1953 the famous World Champion Alfetta 159 was only just a distant memory as was the name of one of the greatest drivers of all time.... Juan Manuel Fangio. The competition experience with its 3000 CM in the hands of skilled drivers couldn't excite top management of IRI to contribute new financial support to racing.
Alfa Romeo had won all the races in the world that it had entered but it had a hard time competiying within the marketplace for everyday cars.
During the next ten years away from the racing rings...(about 1953-1963), Alfa Romeo gave its support to private organizations only with an outside help. But the desire and the will to come back into the racing world with a new car built only for the competitions and not coming from the normal production was wandering off and on.
It was Giuseppe Eugenio Luraghi, a bright and strong manager from IRI, the real architect of the turn, the true demiurge of the 105.33 project that launched once again Alfa Romeo into the race competitions. Luraghi, as CEO of Alfa Romeo S.p.A. at Portello had the unenviable task of reversing the financial and economic situation of Alfa Romeo. He firmly believed that victories in racing were very important to sell the company's “family cars that win the races”, but his dream was to put again the “red fireball racing cars” with the “Quadrifoglio” at the top of the most important challenges.
Alfa Romeo already had his own “Dream Team”; it was the”Servizio Esperienze Speciali”, directed by Ing. Orazio Satta Puliga and Ing. Giuseppe Busso.
Luraghi, considering the past experience and the current world of races, decided that the goal to reach was the competition in the 2-liter Sports. But he decided to support the team “Servizio Esperienze Speciali” with an ad-hoc external structure.
In order to maintain a sense of autonomy while at the same time enjoying the special handling required in racing world, Luraghi decided to co-opt "AUTODELTA", the small factory in Urine, a short drive north of Venice, created by Ing. Carlo Chitiwith his friend Ludovico Chizzola dedicated to the development of Alfa Romeovehicles for car races.
Through its acquisition of Autodelta, a structure outside Alfa Romeo, Luraghi and Alfa Romeo, S.p.A. were safe from any criticism in the event of limited success while at the same time the company acquired the exclusive services of Ing. Carlo Chiti, well-known all over the world as the most ingenious Italian mechanical and aerodynamic designer of the time.
Carlo Chiti, born in Pistoia, was a man of great talent coming off a winning season with S.E.F.A.C. owned by Enzo Ferrari and a brief, unsuccessful adventure with ATS where Chiti with his Tuscan friend Giotto Bizzarrini tried to produce and sell a “dream car”.
From the standpoint of Alfa Romeo, the project of the new racing car had its genesis already in 1964, when Luraghi gave charge to Ing. Busso and Ing. Puliga to set up a two-seats car with a 2 liter engine in order to participate to the Sport Prototypes Challenge, the most popular competition in that period.
To tell you the truth, in the Nineteen Fifties, Alfa Romeo began a project on a car with a V8 engine, car designed specifically for racing, but all we have now is only some drawings in the “Alfa Romeo Archivio Storico” with the number of the project 160 assigned to it..
In the Sixties, with Luraghi annd Chiti, following the internal numerical sequence, a new project saw the birth: Progetto 105.33, milestone in sports history of the “Casa del Biscione”.
Clear step of a journey interrupted in 1953 and the beginning of a mith around the magic number “33”, the winning Formula!!!
Born 50 years ago, beautiful, intriguing, sensual and long awaited, the T-33 Fleron is always the “prima donna” at every occasion where it is shown today, thanks to the efforts and determination of Mr Marco Cajani.
He found the remains of the very first prototype, the legendary 001.With sacrifices, patience and stubborn will, seeking and finding piece by piece, Mr Cajani in the end was able to reconstruct the fantastic mosaic of the glorious T-33Fléron, founder of all the cars destined to win everything possible in racing world.
Mr Marco Cajani, architect, is an enthusiast connoisseur of the Alfa Romeo brand, a good car driver and he is President of the Scuderia del Portello -www.ScuderiaDelPortello.org/en/history.
Creation of famed artist Vladimir Pajevic for "Autodelta Golden Years" history site
1966 - 1967
Alfa Romeo T-33 “Fléron” type chassis, racing and street version history
This is the story about Alfa Romeo T-33 racing car and its street version, “33 Stradale”, that general opinion considers the most beautiful road-going car ever made.
The truth is that to realize a great project, you must have great ideas and to generate great ideas great men are required. It was decidedly a lucky moment for great projects in those ‘60's, the years of rediscovered Italian industrial pride.
Giuseppe Luraghi had directed the state owned Alfa Romeo car factory. He was a poet, a painter, and he was a great, forward-looking manager deep in love with the glorious past of Milano’s sports car production.
His dream team in Portello captained by Ing. Orazio Satta was composed of proven engineers and technicians like Busso, Garcea, Nicolis, Surace…who had already 'composed' automobiles with solid sporting reputations.
However, the participation of Alfa Romeo in racing events of the period was limited to modifing touring cars from it's production series, but it was within the newborn racing division "Autodelta" that Alfa Romeo started its rush towards the heights of Olympus.
Carlo Chiti, a bright and capable engineer was appointed to bring back some of the past glory, and he considered that assignment very seriously. The small factory at Via Enrico Fermi 7, Settimo Milanese became his secret domain and the hothouse of future projects.
Already during 1964, pushed by Luraghi... the true proponent of auto sport... the Servizio Esperienze Speciali department at Portello started the development of the futuristic chassis for a serious sports car imagined for serious competitions. That project was classified under internal code "105.33", and it had been the result of close teamwork. The 105.33 blueprint had proposed a mid-engine, light construction two-seater to race in sports car prototype competitions... very popular in those years.
However, it was only with the arrival of huge, volcanic, almighty Carlo Chiti, deus ex machina for important solutions in the racing cars diatribe did the idea of realizing such a machine actually start its course.
Previously, Luraghi has asked Ing. Livio Nicolis about the possibilities of the development of 105.33 within a reasonably short period of time. The answer from this prudent and realist engineer was to speak about a project of a minimum duration of two years.
Impatient Luraghi turned to and sought comfort, advice and reassurance from the irreducible optimist Ing. Chiti...who had never considered long periods of time for the accomplishment of any project. His answer shortened the whole project to a period of months...not years... and that decided the further destiny and paternity of the newborn car.
Visibly disappointed Satta, Busso and others in Servizio Esperienze Speciali would never pardon or excuse Chiti for his misappropriation of their collective effort of the past years.
The unconcealed friction between Autodelta and Centro Esperienze Speciali started that very day.
At Luraghi’s request, Centro Stile at Portello, the factory's styling center had designed the only existing first prototype 105.33.01 and consigned it to Autodelta for further optimization. The car soon became a kind of roving laboratory, and Chiti found himself in a hard battle against time, badly conceived parts and componentry of the project and limited possibilities to change everything he wanted to.
The aluminum-bodied open two-seater car was nice looking but it was not fast, had dubious road handling and had a tendency to overheat in every situation. The engine mounted for testing was 1600 TZ unit, and in desperate efforts to improve its handling and speed, Chiti had provided different solutions and different body shapes for the car, proposing a nice OSI-Scarabeo design as a possible remedy for existing troubles.
However, the remedy for the problems was a radical change...and lightweight alloy V8 was his “secret weapon” that could 'loosen all the knots'.
With two chain driven overhead camshafts per cylinder bank, four ignition coils, Lucas fuel injection, 16 spark plugs (early models were equipped with 8 plugs and with the T-33/2, the twin spark was introduced to all engines), compression 11:1, and capacity of just under two liters (1995 cc), the motor easily developed 270 bhp in race trim. The engine was coupled to a six-speed direct Colotti gearbox.
Initially, Ing. Busso and Ing. Satta had proposed a V12 design as the definitive engine, but the necessity to reduce the bulk and the weight of power unit and its eventual use in future production favored the V8 solution. However, the project of the V8 engine was not quite new, as it was never completely clarified whether Chiti has just revived existing plans of his 1500 engine...based on experience gained at Ferrari... or (as some have stated), the engine was already in an advanced testing stage on the bench when he inherited the 33 project.
The truth is that he designed a similar engine few years before for ATS F1, and like the 33 project, it was 90° V8, but single plug, with 45° inclined OHC valves, aluminum block with wet liners, dry sump flat alloy crank, with five main bearings.
Increasing it to a 2 liter displacement, adding twin spark ignition and fuel injection was not a big problem, and it is true that initially many parts of the engine were of ATS provenience.
The result was a nice and clean construction but to assure enough engine intake air, on the racing version, a huge pipe was mounted over the engine bay. To this scoop above the roll bar and in the relatively undisturbed airflow came the nickname to that open two-seater “Periscopica”.
On its debut in a hill climb event at Fléron in Belgium, the small 2 liter Alfa Romeo driven by Teodoro Zeccoli won the race averall against serious and strong competition from higher more powerful classes, and thus entered the Alfa Romeo racing heritage.
From that moment, to support growing success of Alfa Romeo racing cars on the world circuits and to add contrast between European “dream cars”, Luraghi absolutely wanted to start small production of high performance road going car.
He looked once again to Ing. Chiti to accomplish his desire, and Chiti in turn approached Franco Scaglione... the genial Tuscan car body designer...and probably the most talented car design artist in the whole of car design history. Speaking about Scaglione, one must remember his impeccable sense for "nice", his 'low attitude' to compromise, and his driven sense of urgency to transform anything into a perfect artistic shape.
Of noble origins and an extrovert, Scaglione was considered a kind of the arbiter in car design. Observing his preliminary drawings, Luraghi just chose one among the rare and beautiful designs and said to Chiti;
“Let us produce this one”.
The proposed car was an amazing design achievement for those days. The initial idea was to build a total of 50 units... all to be assembled on the winning “Fléron” chassis. Based on the large diameter, riveted magnesium tubes and connected together with a similar diameter cross member to the rear of the cockpit, the chassis formed the irregular H shape perimeter frame of the new 33 racecar. The main difference consisted in diverse materials used for producing Stradale chassis. In place of riveted magnesium alloy, welded steel sheet was used and sub structures were produced of aluminum and steel, to reinforce the whole structure. In addition, the wheelbase was extended 10 cm (235 cm) to allow more space in the cockpit.
Another peculiarity was the fuel tank situated inside the huge tubes that would preserve the cars 'roll center', regardless of the remaining fuel within the chassis.
The steering, double wishbone suspension and engine were mounted on magnesium-alloy subframes. That chassis was produced by small aircraft factory "Aeronautica Sicula" from Palermo (riveted magnesium tubes) and "Campagnolo" from Vicenza (front and rear subframe). The stiffness of the central and rear part was good but the front suspension lacked the necessary rigidity ...and because of that fact, the handling of the racing version was notoriously far from satisfactory.
That problem plagued the “Fléron” chassis during its entire existence, and was the main reason that Chiti was never enthusiastic about it, demising generously the authorship of that chassis to Ing. Busso and Servizio Esperienze Speciali .
Consequently, the “Stradale” street version featured a number of differences from the racer version. The mainframe tubes were produced of steel, and extended wheelbase (10 cm) allowed substantially more cockpit space while the two magnesium subframes were reinforced with steel to afford major impact protection. (...an early example of Ing. Chiti's desire to preserve and protect the life of a driver.....-Editor)
Even in that version, the road chassis was not so different from the version used for racing. Scaglione demanded and was granted the full freedom in designing, and the result was an uncompromised layout of stunning appearance. The engine was slightly detuned for road use, and the redline was set at 10,000 rpm. Compression was reduced to 10.0:1, giving 230 bhp at 8,800 rpm with Italian SPICA mechnical injection, and following the native Luraghi’s idea that the car should not be inferior by more than 5% from the competition version.
Everything else was conceived at the extreme Spartan level, but the cockpit was sufficiently comfortable and had its indubitable, racing appeal. The major problem for extremely low Scaglione’s design of the car (99 cm) was certainly accessibility. To resolve that inconvenience Scaglione designed and developed vertical opening doors with a part of the roof opening with each door. That solution gave an absolutely unusual futuristic appearance to his already exotic design.
To fabricate the body Ing. Chiti and designer Scaglione had adopted Peraluman H350 lightweight alloy and mutually agreed and decided to build the first prototype car directly inside the Autodelta premises at Settimo Milanese. The working space was obtained in the same section of the facility where racing engines were assembled. The shortage of experienced technicians capable of shaping Peraluman, however, obliged Scaglione to loan skillful workers from Zagato, and caused him to start commuting daily from Torino to Settimo Milanese to supervise the building progress of the car.
Two genius such as Chiti and Scaglione could hardly coexist together without some personal fraction..., and soon problems arose between Chiti immersed in his racing world, and Scaglione compelled to resolve the growing chassic assembly problems alone.
That silent war was flavored with numerous embittered letters that Scaglione sent without any known effect... to all 'pertinent addresses'.
Years later, he would describe his permanence at Settimo Milanese as “the worst period of his life”. However, with proverbial Tuscan obstinacy, he finished his work in relatively short order in 1967. Working from January through September, he and his men completed work on the first prototype. The car was ready and proudly presented to the public on the occasion of Sport Car Show in Monza. Some chassis' that had remained in testing were finished for official presentation in Turin Car Show in November 1967.
The car shocked the public with its aggressive appearance, its sensual appeal and... its price that was the top of almost every automobile price list at world’s global level.
After the Stradale was completed under Autodelta's Settimo Malanese cathedral-like arched ceiling, Scaglione left Settimo Milanese and Alfa Romeo forever. He was certainly not born for the business, and after various unsuccessful attempts to create his own design structure, this solitary genius retired from public life and died almost forgotten... corroded by lung cancer, in his Tuscany home in 1993.
It was Carrozzeria Marazzi from Saronno near Milano, that was appointed to produce bodies and assemble the rest of the Stradale production. They finished 13 known cars through March of 1969. The final five remaining chassis, of the 18 totally produced and delivered to Autodelta, were granted to various famous Italian car design studios and realized into exotic Alfa Romeo concept cars for major world automobile shows. Several spare chassis assemblies and other assorted spare parts were manufactured by Autodelta and eventually liquidated to an extremely well-known Italian carrozeria...the parts over the passage of time have an unknown destiny.
Despite its astronomical price, all produced Stradale were sold, and it was the decision of Alfa Romeo management to invest in a Montreal model that had decreed its premature end. Though Montreal was nice car, it was decidedly inferior in every aspect to 33 Stradale and has arrived with a serious delay, already obsolete and unable to resist to the Maserati, Lamborghini and Ferrari mid-engined “cheap” models.
The actual competition T-33 has followed its history...unique from that of the Stradale. Even though the racing version of T-33, was not designed by any of famous Italian stylist, it was good looking car with smooth curves and well balanced masses and its body was realized in fiberglass. Its palmarès was discontinuous, and after the flashing initial success, the rest of the 1967 season was a long record of withdrawals, except for a few meagre results in hill-climbing.
It was indubitably fast and with good maneuverability, but was also extremely fragile in all of the weak weak points already noticed by Ing. Chiti. It was only with 1968 version with radically revisited suspension that the Daytona model had obtained supremacy in the 2 liter class, fighting decently with honor with major class engines. The full success has arrived at with multi-tubular space frame, 3 liter engine, all Chiti’s baby, but the T-33 Fléron, has already entered legend status.
Here are the vehicle identification numbers of the T-33 production history, provided for the dedicated followers of statistics and technical data.
The 33 type was introduced with internal production code 105.33.xx, though it was changed to 750.33.0xx for the racing, magnesium frame version, and 750.33.1xx for the road going Stradale type (steel and aluminum frame), when it arrived at Autodelta. As always, there is some uncertain numbering in Alfa’s production but those are facts for passionate experts.
The T-33 racing version, based on the big tube “Fléron” chassis was introduced for the 1967 racing season in its “Periscopica” version. In 1968 it was replaced by the 33/2 “Daytona” version, and that was the last emanation of the “Fléron” chassis as a base for racing cars.
The first “Periscopica”, 750.33.001 was a winning machine at the Fléron race, the second 750.33.002 was (almost certainly) the car destroyed in testing at Monza, and one was a long tailed “Mugello” version (probably Group 7, lightened 750.33.006, lost in Jean Rolland’s fatal incident in Montlheury 1967). The remained three, of totally six prepared cars in “Periscopica” version, were 750.33.003 (now Joe Nastase collection), 750.33.004 (in museum in Germany) and 750.33.005 that were enrolled for Sebring race in 1967.
Survived documents gave numbers from 750.33.001 to 750.33.034 for all delivered chassis to Autodelta. One chassis was renumbered in 750.33.107 (Stradale version), as the car was tuned for racing use in its road version shape. The remaining chassis (luring away six “Periscopica” cars) were used to produce 33/2 “Daytona” cars in various configurations and shapes.
Ignoring small differences, all 33 and 33/2 engines were technically similar. From the early type, 8 plugs and two ignition coils (250 bhp at 9000 rpm) to 16 plugs and four coils version on last 2 liter engine (270 bhp at 9600 rpm), the development process was linear, made of small step by step improvements. The chassis received major changes, mainly in suspension solutions that were completely rebuilt, to obtain major stiffness and assure better road handling.
At the end of the 1968 season, the number of 28 built cars in three variants were registered. Together with the initial 33/2 trim seen at Daytona, there was a long tailed Le Mans version and Targa Florio Spider variant. At least six unnumbered chassis were used as mule or testing models.
With some exception (that should be cleared) about existing and presumed VINs, the story of magnesium, large tube Fléron chassis was finished with 750.33.034. Of this magnificent car, numerous examples still exist and are allocated in collections worldwide.
They are: 750.33.007, 750.33.008, 750.33.012 (Museo Alfa Romeo at Arese), 750.33.014, 750.33.015, 750.33.016, 750.33.017, 750.33.019, 750.33.020, 750.33.022, 750.33.026, 750.33.029 e 750.33.031.
Some still disputed VINs might be updated in the future. T-33 Stradale was produced over steel based chassis with 750.33.1xx code. The first, almost surely aluminum body, with number 750.33.01 has been sold to a Japanese Gallery Abarth collection and the second four lights version replaced it at Alfa Museum in Arese. That car bears insignificant different details (wiper moved to the base of wind screen, apertures for ventilation on the rear fenders ecc.) from the version 01. Those were the only two models with four light nose, all the others (designed by Scaglione) were two light versions assembled by Carrozzeria Marazzi at Saronno near Milan.
The first one was shaped of aluminum from parts delivered by Saracino & Lingua, traditional Scaglione’s suppliers, and the second probably of Peraluman alloy. Interiors were fitted following the customers taste, so there are no two identical T-33 Stradale cars.
Here is the list of still existing (known) T-33 Stradale: 105.33.01, four front lights, prototype sold to Gallery Abarth, Japan, 750 33.101, first production, two front lights example, 750 33 102, 750.33.103, 750 33.104, 750.33.105, 750.33 106 (all identic to 101), 750.33.107, (magnesium chassis fiberglass body, racing gear and Daytona engine, a semi-racing version), 750.33.111 (the only car originaly painted in blu), 105.33.12 (sometimes indicated as 750,33.12 or 750.33.112), 750.33.113, (renumbered in 750.33.133 to avoid N°113 because of superstition), 750.33.114, (competition shape and trim, Giro d’Italia). 750.33.110 and 750.33.118 are produced cars of unknown destination.
Of the five remaining T-33 chassis the famous Italian car styling studios of Pininfarina, Bertone and Italdesign have exercised their art, producing some of the most beautiful dream cars that can be admired today at the Alfa Romeo Museo Storico at Arese.
First public use: 21 November 2015
Copyright: Robert B. Little 2015
Everyone who tries to enter the mysterious world of Alfa Romeo archives knows that only a few documents actually exist today.
The same fate unites the 105.33 after 50 years; the genesis of this project is unknown.
Neither Ing. Satta nor Ing. Busso had left anything in their personal or corporate archives about the beginning of this project, but it is a fact that after one and a halfyears the first prototype of the 105.33 was ready.
Ing. Satta, always looking for new and modern solutions. At his side Ing. Giuseppe Busso, a greatmechanical designer and man of genius, was a guarantee to achieve the best solutions to be achieved.
Ing. Satta and Ing. Busso, both chiefs of the task, and drawing from their extensive aeronautical experience (already known andapplied by British engineers), chose an unorthodox and futuristic chassis using mostly materials derived more from aviation techniques than materials used for building cars.
The initial prototype had a rear mounted engine (in the project it was an V8, 90°, 2 liters), was embodiedwith the gearbox and rear axle with independent suspensions. All the components were accomodated into a chassis clearly inspired by aviation techniques; it was shaped like a big asymmetrical “H”.
This central chassis... in order to ensure torsional rigidity and right flexibility... was made of big tubes in Alu Peraluman (18 cm. diameter and 2,5 mm thick), chosen for its high fatigue resistance...one of the most relevant problems facing racing car constructors, always pushing their cars to their speed limit and over.
Two tubes fixed together to another transversal similar tube with rivets, as used for aircraft assembly; this third tube was set back towards the engine in order to leave the space to the pilot inthe cockpit.
At the beginning the inside of the tubes were coated with plastic and would be a 100 liter tank capacity, but later a rubber container was fitted inside the tubes. This solution allowed, during the race, to keep the same stability and center of balance despite the fuel consumption.
The chassis was built by Aeronautica Sicula, an industry from Palermo, dedicated to the assembly helicopters and highly experienced in aluminum fabrication.
The front of the chassis was a complex cast cage in magnesium alloy (Atesia T), holding suspensions,pedals, steering box and with another little chassis the oil and water radiators.
This front part was built by Campagnolo from Vicenza, that had to face problems related to thestrong dynamic stress of the car during the race.
The rear of the chassis was made by two round section arms converging towards the end of the car. This rear-most joining part was also cast in magnesium alloy and fixed to the central chassis. This part of chassis was the support for the engine, towards the center of the car and for gearbox and differential at the end.
Shown above is the unified rubber bladder that was fashioned inside the three tube sections and used to hold fuel. As the fuel level decreased during a race the centralized balance... left to right and front to rear was perfectly maintained.
The "H" chassis used for the 33 Stradale was used and tested for the first time in the O.S.I Scarabeo prototype (1966) and that original chassis was part of the 105.33 project...developed later to accommodate racing engines.
The total weight was only 48 kg and with a fantastic torsional stiffness of 535 Kgm.
In opposition to this cutting-edge solution, the suspension was patterned on that of the TZ-2, which in turn is similar to that of the current production cars (Giulia type).
The bodywork, typical Italian elegance, was similar to the wondeful GT series, produced in the past, by Alfa Romeo. It was built in Peralumn by the “Centro Stile Alfa Romeo”.
The prototype, the 105.33.001, at the beginning of January 1966 was on public display at the Autodromo di Monza, with a TZ-2 engine.
During the development of the project, different stories about fatherhood of the project itself.Two different versions of the birth of the project were born from the reading of two books.
In the autobiography by Ing. Busso: “Nel Cuore dell'Alfa”, speaking about the T-33, Ing. Busso wrote: "...at the beginning of 1966, the prototype chassis was delivered to Autodelta along with the new incomplete 8 cylinder engine, designed and built in our workshop by Alfa Romeo. The new engine began to run on the test bench on the 25th of February and and was installed in the car and testing on the 28th of May at Balocco".
On the other token, in Oscar Orefici's book: “Carlo Chiti, Infonia Ruggente”, Chiti remembers that at the beginning of 1965, Luraghi, during the famous working lunch, laid the foundation of the T-33 project and asked him (Chiti) to have the car in a reasonable time.
The supporters of Ing. Busso on one side and the supporters of Ing. Chiti on the other, quoting one of the two books, claimed the fatherhood of the project to Ing. Busso or to Ing. Chiti.
Truth lies somewhere in the middle.
Now we could not have the success of the 105.33 chassis without Ing Satta, Ing. Busso and high level technical developpment team at Servizio Esperienze Speciali and we wouldn't have a winning T-33 without Ing. Chiti and Autodelta, where the car was reshaped, re-engineered and reached it's maximum evolution. Rumors about disagreement between the two were fanciful and not true and just plain not accurate.
Pictured above are the two great and clever professionals Ing. Carlo Chiti and Ing. Giuseppi Busso who held each other high professional esteem.
Now we can suggest that Ing. Chiti and Autodelta were involved into the 105.33 project from its origin and that many tests were made att Settimo Milanese under his direct supervision.
It was not a big secret that Ing. Chiti was not very enthusiastic for the chassis developed by Ing. Busso as he considered it to be too extreme and needed a lot of modifications and improvements.
It is possible that a V8 had already been tested by Alfa Romeo, but it was also possible that Ing Chiti had his own V8 engine, already used on the ATS Formula 1, suitable for T-33.
So it is possible that there were two similar engines at that moment in time.
The ATS engine increased from 1.5 to 2 liters was the modern concept to improve the original Busso project.
But the first prototypes had carburettors and only one spark plug for cylinder, with a single distributor and two coils; the second version was a TwinSpark with two plugs for cylinder, two distributors, four coils and indirect mechanical injection with a Lucas pump.
The engine in the photo is the one on chassis 750.33.001, a first version with four plugs and a big Weber 46IDF2 carburettor.
It is a technological jewel, aluminum and magnesium body, dry sump lubrication, four head camshafts; this is the detailed description:
---V8 di 90°; Bore 78 mm x Stroke 52,2 mm; each cylinder capacity: 249,25 c.c.
---Total Displacement 1995,4 c.c; area stantuffo 47,76 cmq.
---Bore to stroke ratio 0.669
---Stroke/rod length 2.3:1; Compression ratio 11.1:1
---Maximum power 240 Cv-DIN at 9,600 rpm.
---Maximum power per liter 120 Cv
---Coppia e regime corrispondente 20,7 Kgm-DIN a 7,500 rpm.
---Maximum piston speed 16,3 meters/second
---Consumo specifico 250 gr. / Cv / h.
---Consumo lubrificante inferiore a 100 gr. / h.
---Aluminum one piece intake manifold with central air intake and external exhaust flow
---Cylinder bore spacing 21 mm.
---Crankshaft- flat type with vibration dampner and paired con rods in acciaio di "tipo
---Main bearings 5, diameter 60 mm mm., Spessore mm. 21 (i 2 esterni ed il centrale) gli altri 18 mm.
---Con rod journals; Diametro mm. 45mm bronze bushings - spessore mm. 20
---Dimensione spinotti diametro mm. 20
---Crankshaft bearings made by Vanderwell a guscio sottile
---Spinotti con boccola in bronzo; Aluminum head with hemispeherical combustion chambers
---Piston "slipper" type in aluminum with three rings: 2 compression and 1 oil scraper ring
---Pistons by Borgo.
---Bielle in acciaio with distance betweenthe center of 120 mm
---Cylinders are "wet sleeved", water cooled by two lateral radiators and expansion tank. Capacità of coolant 13 liters
---Distribuzione 2 valves per cylinder and 4 overhead camshafts driven by a gear set and chain driven by cams are case hardened steel, each carried by 5 cam bearings with cam lift of 10.2 mm
---Alberi a camme in acciaio da cementazione e su 5 supporti.vvvv
---Valve angle 48 for intake and 25 for exhaust )
---Diamater intake 40,5 mm. and exhaust mm. 36mm
---Alzata mm. 10,2 - Molle richiamo 2 ad elica cilindrica
---Diagramma di distribuzione; Aspirazione anticipo 50° - ritardo 70°, Scarico anticipo 50° e ritardo 70°
---Carburetion: four Weber 46 IDF2
---Ignition: One spark plug per cylinder 10mm; Lodge RL-49
---Anticipo accensione 32° / 33° with Marelli distributor ad 8 uscite e 2 bobine Marelli coils with transistorized Bosch ignition modules.
---Firing order; 1-8-3-6 4-5-2-7 cylinders numbered from front to rear with even numbers
on the left side
---Lubrification a carter secco e radiatore olio con 1 pompa di mandata e 2 di recupero.
---Oil capacity 15 Kg. Filtraggio in parallelo con filtri.
---Aspirazione di tipo monocilindrico - Exhaust manifold- 4 into 1
---Accoppiamento motore e cambio diretto - Frizione a comando idraulico
---Transmission design: Colotti 6 speed + reversei tipo in cascata con ingranaggi a denti dritti ed innesti a denti frontali senza sincronizzatori e comando centrale
---Maximum speed in each gear: 88 - 131 - 179 - 220 - 256 - 298 Km/h
---Coppia di riduzione a dentatura spirale - Denti 11/42 pari a rapporto 3.08
---Differenial: Locked ZF a pioli.”
The engine in the next photo has the Chiti imprint and technical improvements...as he was aware of the pitfalls during the races.
Also the new direct connection Colotti gearset without syncronization was derived from a racing engine concept. The fuel system featured indirect mechanical injection made by Lucas which proved much more stable and was not influenced by different airflow at different speeds as was the case with the original Weber carburettors.
At the same time of the fast development and test of the T-33, Alfa Romeo gave to Officine Stampi Industriali (OSI) from Turin a few chassis of the prototype in order to study the futurist production of a limited edition of a 1,6 liters, two seat sportcar.
Of these chassis (with no number) only three were assembled. The final product became the OSI Scarabeo, designed by Sergio Sartorelli. It was seen for the first time at the Turin Motorshow in 1966.
Note the right-hand drive signifying the unresolved air intake issue later resolved by Ing. Chiti and his staff.
This second Scarabeo shown here in a creme color is situated in the Museo Storico Alfa Romeo in Arese. As a significant change he looks clearly more like the prototype of an racing car than the first version depicted in a silver color above.
We can today visit this Spider prototype of the Scarabeo at the Museo Storico Alfa Romeo. It is very similar to the original 105.33 project.
It has a rear mounted transverse GTA engine, gearbox and differential all together with the engine.
This innovative and futuristic car with so many new components and its unmistakable and facinating style was without a doubt the artwork of a master... Ing. Busso.
All the tests made at Balocco showed many good improvement possibities.
But its projected retail price was too high for a 1.6 liter car and the Scarabeo didn't enter in production.
Here we begin to enjoy and appreciate the extensive archive and decades of collecting historical data about the full range of Autodelta cars from 1963 through 1984...the tireless dedication of our Contributing Editor Mr. Claudy Schmitz of Belgium.
Without his diligence and eye for details, the complete range of Autodelta racing cars and the fine modifications made between races and test sessions would be somewhat forgotten. Claudy has accurately organized and presents you, the reader with the true chronlogical history of these Autodelta cars.
This is the very first image taken January 14, 1966 of the new 2000 Prototype entering the grounds of the newly-opened Balocco Providing Ground with Chief Test Driver Consalvo Sanese at the wheel and the famous engineer for racing cars at Alfa Romeo Giuseppe Busso. This car featured the TZ four cylinder engine.
Faintly visible inside the guard structure you can barely see Ing. Carlo Chiti who... during this exact time period ...was to become the new 'father' of this chassis and become completely responsible for its eventual success or failure.
It was not a big secret that Chiti was not very enthusiastic about this chassis developed by Ing. Busso as he considered it to be too extreme and needed a lot of modifications and improvements.
The first Tipo 105.33 to emerge in public. Left Hand Drive. This is the first prototype of 105.33 with “H” chassis (powered with TZ 2.0 litre engine), at Balocco track. Note hammer made body.
It was originally designed as a Right Hand Drive model as a "Scarabeo" because Ing. Chiti had not as yet found a way to fit the carbs of his transversal mounted engine far enough away from the drivers head ...and that is why he had adopted this “English fashion” for the car initially.
January 1966, Alfa Romeo test driver Guido Moroni with the nuova 2000 Prototype at Balocco. (Provided through the courtesy of Federico Moroni - "A Modo Mio, La Vita di Guido Morono in 100 Scatti.")
First public picture of the new rear engine 2-liter prototype as originally appearing in "Motor Gazette" magazine July 22, 1966.
The new prototype at Monza January 7, 1967. The air intake (snorkel) was different than the presentation car. It should be noted here that the "periscopic" air intake design, first designed and perfected for motor racing appeared for the very first time publically here on the new "33"...based on Ing. Carlo Chiti's vast aerodynamic education and experience in collaborating on the design of such cars as the 3000 CM and the Disco Volante automobiles in his early days with Alfa Romeo S.p.A.
He was also an accomplished licensed pilot in his earlier, slimmer days.
Next time you see a air intake raised above the driver and engine...in Formula 1 for example... think back upon the originator of the very first 'periscopia'...Ing. Carlo Chiti.
January 1967 Balocco test session showing what appeared to be the final model prior to the uncoming press presentation... except for the missing front grille.
February 1967 Official press unveiling of the new Alfa Romeo "33" model at the newlyopened Alfa Romeo test track at Balocco.
We see these three new "33" models....chassis no.: 750.33 001, 750.33 003 and 750.33 004. Chassis 750.33 002 was destroyed in testing earlier at Monza.
Press release n. 6
Today Alfa Romeo, on its test track at Balocco (Province of Vercelli), showed to specialized press the new racing car, 1995 cc., identified with number “33”.
As well known, Alfa Romeo believes that the experience made participating in sport competitions is a useful tool for the technological progress and development of its commercial manufacture of prodution vehicles. The well known international wins against the most powerful and famous international car brands with Giulia T.I.Super, Giulia TZ and GTA, allowed Alfa Romeo to make and sell to exigent and qualified customers, in Italy and abroad, the full production of the Giulia range... Saloon, GT and Spiders. Along the past 15 years Alfa Romeo vehicle sales have increased 200 times. Our success has proven there is not separation between Alfa Romeo and the other best manufacturer brands in the world.
But market competition is becoming more hard and challenging, so Alfa Romeo, that always strives to be among the best industry leaders, decided to engage itself into the particularly challenging sector of the high performance cars.
Not choosing to complete in the range of the large displacement class, Alfa Romeo has chosen to compete in the two liter class. The new project embeds the most modern technology, without forgetting the experience coming from the glorious past of Alfa Romeo.
You can find the specific features of the “33” in the attached sheets.
Now we have the new prototype: its tuning will be made while participating in the races where Alfa Romeo will be its qualified racing team.
Only in the future we will decide where this new direction of racing car development will lead us.
Milan, the 6th of March 1967
Autodelta test driver Teodoro Zeccoli
March 1967 First appearance of the new "33" at the Fleron Hillclimb (Belgium) ...the first race and the first win for new car with 'Dorino" Zeccoli at the 'volante'.
Mid-March 1967 Testing at Zolder circuit. Courtesy of the copyrighted personal archives of Andrea de Adamich.
Image provided through the courtesy of the copyrighted personal archives of Andrea de Adamich.
April 2, 1967 at Sebring we see brake air vents on the front of the car...and we notice Andrea de Adamich standing directly behind the Fleron.
Le Mans Testing April 1967
April 8-9th 1967 Autodelta testing at Le Mans, various different car configurations were tested...with and without headlights or front spoiler 'flippers'... and the very first appearance of the long tail version.
Following the Sebring test session, various different car configurations were tested...with and without headlights or front spoiler 'flippers'... and the very first appearance of the long tail version.
May 14, 1967 Targa Florio pre-race testing we notice varying sizes of the brake air vents.
This is the Galli / Giunti car. No secondary headlights beside the front air vents...instead the car featured further air intakes for the cooling of the brakes and the drivers feet made necessary due to the extreme pavement temperatures...a problem unique to the Targa Florio.
May 28, 1967 Nurburgring air vent sizes modified once again.
June 4, 1967 Rossfeld Hillclimb. This car of Nanni Galli had for the first time four headlights and had eliminated the air brake vents seen previously at the Targa Florio.
Mugello Group 7 car. First test for the new Group 7 car with Giunti and Zeccoli. The car had a smaller windscheen and no "periscopia" for the engine. No central Alfa Romeo grille or logo. Halon fire extinguisher appraratus mounted temporarily on the roll bar.
- Sestiere Hillclimb -
This car and the three following photographs show the car of Galli at the hillclimb of Cesana Sestriere on July 16, 1967.
Only a small windscreen is to be seen, on central air intake behind the drivers' head.
Instead, there is an air vent on the right fender.
July 16, 1967 Sestriere hillclimb with a new solution to engine air intake and brake venting.
New streamlined transmission / differential oil cooler intakes are noted.
July 23, 1967 Mugello circuit All of the cars sported a "big mouth" widened grille opening and slightly wider front fenders. Note the variety of air intake hoses located behind the cockpit feeding air to the brakes and to the twin transmission oil coolers.
July 30 1967 Chambrouse. This is the car of Jean Roland with a different front grille / nose treatment.
August 15, 1967 Mont Dore` The car of Jean Roland with, perhaps, his preferred front grille and Alfa Romeo logo.
August 27, 1967 Ollon Villars Silvio Moser at the wheel of his Group 7 car.
September 17, 1967 Sarezzo Lumezzane A different front hood and larger side engine oil cooler intakes...with white trimming around the headlights for individual identification.
November 1967 Torino Auto Show
Ing. Carlo Chiti with his pride and joy. Photograph taken in 1967 "Inside the Walls" at his top secret Settimo Milanese manufacuring facility.
1969 Tipo 33/2 Coupe
Photographs 1-4 show now the car 33/2 was presented to the press in 1968.
The front hood was fabricated as one part and had one NACA duct beneath the windscreen.
February 1968 The 24 Hours of Daytona.
Because of the very good results in this Daytona race, the series of cars were named "Daytona". A new front hood access hatch was now fabricated just behind the race number.
Note special raised roof section designed for tall driver comfort
April 7, 1968 500 Kilometers of Brands Hatch. The raised roof section mentioned above was now modified to be much more wide than the previous version.
Spring of 1968 Monza. The following three photographs show pre-Le Mans testing of the new longtail version.
During Monza testing the two photographs (below) show the longtail with small flaps at the rear of the car.
Le Mans testing April 6-7 1968 See the modification of tail flaps at the end of the longtail section.
The three photographs above detail the final solution of the longtail version for 1968....again with more modifications to the spoiler section and an access opening in the front panel ahead of the driver.
The 1000 Kilometers of Monza April 25, 1968 This is the first entry of the longtail T-33 car in a race, operated by the Belgium VDS Team.
The Targa Florio May 5, 1968 Large full spoiler shown the entire width of the car on the VDS Team entry.
The Targa Florio 1968 Big air vent shown in the front hood panel of the car.
Two new air intakes shown here to handle the high ambient temperatures of Sicily...one behind the drivers head and the other between the left mirror and the race number.
This is the first race of a Daytona Coupe outfitted with a 2.5 litre engine, driven by Vacarella / Schutz. Once again, new air intakes on the side directly ahead of the race number and also on the back hood.
May 19, 1968 1000 Kilometers of Nurburgring showing new little front spoilers.
The Grand Prix of Republica Vallelunga with Ignazio Giunti. The T-33 shows extended front wheel arches.
May 4, 1968 Targa Florio The T-33 shows the front spoilers rounded somewhat and new rounded front air intakes.
The three images above during the 1969 season show 'allegerita' versions. The first picture depicts the Klaus Reisch car, the second the Zadra car and the third the Otto Zipper entry.
These cars had no roof structure, the side windows were shortened and the Zipper car shows a big rool bar.
Note the aerodynamic treatment of the body just behind the driver on the Otto Zipper car directly above....reminding us of the Alfa Romeo competition cars of the 1950's.
This is the most common rear panel treatment used by Autodelta over the 1969 season.
An altered rear view of the car with the side to side rear spoiler.
Image courtesy of photographer Hermann Erk and www.Pro-Steilstrecke.de (a great Nurburgring history site).
An altered rear panel treament on the lightened 'allegerita' version.
This time we see another altered rear panel section with a hastily cut hole supplied for enhanced cooling.
Tipo 33/2 Spider
During the period 1969 - 1970, three Tipo 33/2 "Daytona" coupe chassis were transformed into Spider versions.
One reason to build these cars could have been the new European championship for 2 litre cars which started in 1970. Also Porsche converted 907 cars for this championship.
The success of both marques was limited...the special built cars from Abarth, Lola and Chevron were quicker.
So the Spider version found their way into hillclimbs and all sorts of sportscar racing events.
By mid-April 1970, the first one was selected by SCAR Autostrada, an Alfa Romeo dealer in Florence... and a personal friend of Ing. Carlo Chiti... for pre-testing for the soon to take place 1000 Kilometers of Monza race. (photograph of that car below).
By the time of the 1000 Kilometers of Monza race on April 25, 1970 the SCAR Autostrada Spider #48 Type 33/2 driven by the team of Nicor / Dini received modifications such as:
-the rear fender openings were enlarged
-the front fender openings were similiarly widened
-the cockpit was half-closed with plexiglas for streamlining and lower wind resistance.
Photograph shown below.
On June 21, 1970 at the Coppa Collina hillclimb this SCAR Autostrada car #80 appeared with some further more substantial modifications to the wheel arches.
The second Spider also appeared at Monza in April 1970 as #56 (above) and was entered by Scuderia Madunina and driven by Alberti / Zeccoli.
This car remained in the configuration as in the first test.
Here is a 33/2 Spider in the first configuration, just like the Alberti / Zeccoli car but with a smaller body. It is not clear what team this car belongs to and where the picture was taken.
We believe this car 'should' be the car of Scuderia Modunina before the 1000km race in Monza, running the race with number 56. It is also shown in the next two pictures.
If you have any more definite information on this car and the place and date of the race, please send an email to our editor.
In preparation for the Trieste / Opicina hillclimb on May 21, 1970, this Bardelli car was prepared as a third Spider by Autodelta (above).
The car is pictured here at Mugello.
Copyright: Luigi Pulcini 2017
This original drawing of the famous Aldo Bardelli T-33/2 created by and furnished to us through the generosity of Mr. Luigi Pulcini... the distinguished Editor in Chief of "Il Metato" magazine, a regional publication saluting the history and events of the wonderful Pistoia Region.
To enjoy another of Mr. Pulcini's artistic accomplishments, please turn to the Stradale History section of "Autodelta Golden Years.com".
The Bardelli car in another event.
Below, we show the three cars built in a row with marks to show the most obvious differences.
This is the Alberti car (above) with Facetti at the wheel at the Mil Milhas Brasileiras at Interlagos in 1971...still with the small body and without the modifications to the wheel arches. Facetti was brought into the car through the efforts of Carlo Chiti. Autodelta supported Alberti to participate in this event.
The official entrant was the local Cancia team, achieving a third place result.
The next two pictures show the SCAR Autostrada car andthe Bardelli car with the modifications to the wheel arches.
At the Grand Premio Mugello on July 19, 1970 all of the three cars (below) were competing.
Spider #15 Alberti / Facetti ?
Spider #6 was driven by Aldo Bardelli.
Spider #32 driven by Zeccoli / Nicor.
This Spider of the 1970 vintage was photographed by the editor in April 1972 parked inside Autodelta awaiting sale to either another racing team or...most likely to a private individual who would restore it and add it to his collection.
1969 Tipo 33/3 Spider
The above three images: First spyshots of the 3 liter car, February 1969 with new frame, a tubular structure coated with light metal sheets, riveted, 3000 ccm with 400 to 410 hp.
The above four images: March 1969: Presentation to the Press, note the air intakes in the front hood and air intakes for brake cooling, front and rear flaps.
March 1969: Testing at Vallelunga.
Above two images: 12 Hours of Sebring, March 21-22, 1969.
You can see Nanni Galli on the left and Andrea de Adamich in the center of the image wearing his customary black rimmed glasses.
Above four images: Testing on March 29, 30, 1969 at LeMans. Note this version without front air intakes. This "long tail" version is shown being tested for the first time. During these tests Autodelta driver Lucien Bianchi became involved in an accident on the Hunaudieres straight.
A large front air intake as well as two smaller air intakes for the front braking coolers are added here during testing at Monza.
Above: Testing on June 29,1969. Norisring Circuit. From left side- master engine specialist Giovanni Manfredini, Ing. Carlo Chiti and master chassis technician Giuliano Luppi are shown here.
This image represents the first European appearance of the T33/3.
July 13, 1969. Hochenheim Solitude Rennen.
July 27, 1969. Inaugural session of the new Zeltweg Circuit. First Victory for Andrea de Adamich in a T-33.
August 10, 1969. 1000 km of Osterreichring featuring wider front air intake. You will note the apparance of this Autodelta technician in dozens of period photographs...he is Mr. Coloni who is a material handler and the exclusive driver of the giant Alfa Romeo vehicle transport truck for Autodelta.
500 Kilometers of Imola, September 14, 1969
1969 Tipo 33/3 Coupe
In Mid-1969, a coupe version of the T-33/3 was developed by Autodelta and immediately tested at its Balocco proving ground facility.
This unique 1969 3-litre coupe was only ever seen in two events: Enna and Hockenheim in the summer of 1969.
This 33/3 Coupe appeared for the first time at Hockenheim in the Solituderennen July 13, 1969 race with Nino Vaccarella, finishing in third place.
Here you see Ing. Chiti and his long time associate, driver and close associate dating back to the Udine days of the early 1960's ...Roberto Businello...with the famous Romeo transporter visible in the background. Photo taken at Hockenheim 1969.
Nino Vacarella had the unpleasant surprise of seeing his windshield explode because of a stone....causing some injury to his face.
In its second and final appearance in the capable hands of Nino Vacarella at the Coppa Cita di Enna Pergusa, this 3.0 litre coupe won its final race.
The only difference made by Autodelta over the last month of its competitive life was the creation of a larger front air intake opening.
Courtesy Acquati archives
After the Coppa Cita di Enna Pergusa, the car was 'retired' to a life of several auto appearances...this one shown was the Monza Salone Sportive in the fall of 1969.
Courtesy Acquati archives
Courtesy Acquati archives
These next three images are taken from the 1969 Frankfort Auto Show of the 33/3 Coupe making its final appearances on behalf of Alfa Romeo S.p.A.
Jochen Rindt Show 1969
Salon Geneva 1970
Tipo 33/3 Spider Tipo 33TT12 Spider
Inpreparation for the 1970 season, several tests were carried out in Balocco, Vallelunga and at Monza during the winter 1969 / 1970.
Teodoro Zeccoli, pictured, was the pre-imminent test driver for Ing. Chiti, who had the utmost confidence in Zeccoli's evaluation abilities. Both men started with the original Autodelta organization in Udine, Italy in the early 1960's.
The first car tested had a roll bar only for the driver like the 1969 version. It had a large air intake at the front with two round openings for cooling the brakes.
Also noted is the appearance of the mirror mounted on a tripod (which will also be mounted on the T33/2 Spider during the 1970 season).
10 January 1971 1000 Kilometers of Buenos Aires : Car #6 was the 3000cc class winner driven by Andrea De Adamich and Piers Courage. The main modification made to the car was the widening of the roll bar to full body width shown above.
Monza testing with revised front air intakes.
21 March 1970 Sebring 12 Hours of Endurance. Pre-race testing.
Ing. Carlo Chiti, who was an astronomy enthusiast, began giving a star name to the front fenders of his cars - # 31 Rigel, # 32 Sirius, # 33 Vega.
The air inlets for cooling the rear brakes are enlarged once again.
1970 Sebring 12 Hours of Endurance
For the upcoming 1970 Le Mans 24 Hours of Endurance, a long tail version is tested and presented at Balocco. See the above image and those four below.
10-11 April 1970 test session at Le Mans.
25 April 1970 Monza 1000 Kilometers
Monza 1000 Kilometers April 25, 1970 pictured are three of the four T-33/3 entered. Top finishing T-33/3 was car no. 38 finishing 7th overall and 3rd in the 3.0 litre class. Note on the left side the blue Autodelta machine shop bus.
In view of the approaching 31 May 1970 1000 Kilometers of the Nurburgring, Rolf Stommelen carried out testing with a newly-developed lighter version.
Updated was an fully opening rear hood, a front hood without headlights and a much thinner roll bar.
A small rear spoiler was also be tested but not used for the race.
One of these cars was hired by Alfa Romeo Deutschland in two other races at the hands of Herbert Schultze.
The above image and the three following images, taken at the Imola 500 Kilometers race 13 September 1970, display the first release of the new 1971 body configuration. Again, notice the thin rollbar in use.
Winter 1970-1971. Presentation of the 1971 version noting a thicker rollbar and a shorter nose section.
March 20, 1971 Sebring 12 Hours of Endurance. Headlights are once again installed.
Sebring 12 Hours of Endurance March 21, 1971 Nanni Galli / Rolf Stommelen Alfa Romeo T-33/3 finished 2rd overall and 1st in the 3.0 liter class.
Sebring 12 Hours of Endurance March 20, 1971 Andrea de Adamich / Henri Pescarolo / Nino Vacarella finished 3rd overall and second in class behind the Galli / Stomellon.
Rolf Stommelon and Nanni Galli.
See reflection of the Chiti-designed refueling tower in the front fender reflection.
May 9, 1071 Spa 1000 Kilometers.
Ronnie Peterson winner at Watkins Glen 1975
July 24, 25,1971 : Watkins Glen 6 Hours & Can Am Challenge Cup race
The first two photographs show the victorious car first at the hands of Ronnie Peterson and the second De Adamich in the Six Hours of Endurance race.
9 January 1972 Buenos Aires 1000 Kilometers race Vic Elford / Helmut Marko Alfa Romeo T-33/3 finished 4th overall behind the T-33/3 of Carlo Facetti / Andrea de Adamich and the 1st and 2nd place Ferrari 312PB.
Vic Elford / Dr. Helmut Marko 33TT3 qualified 6th at Daytona and finished 3rd.
The Peter Revson / Rolf Stommelen 33TT/3 shown at the Daytona Six Hours of Endurance.
Peter Revson / Andrea De Adamich / Rolf Stommelem 33TT3 had qualified 3rd at the 1972 Sebring 12 Hours of Endurance.
Dr. Helmut Marko with Vic Elford pictured here at the 1972 12 Hours of Sebring
Nino Vaccarella / Toine Hezemans / Andrea De Adamich qualified 9th and finished 3rd at the 1972 12 Hours of Sebring.
1972 Targa Florio with Dr. Helmut Marko at the wheel sharing this 33TT3 with Nanni Galli. With Dr. Marko taking over for the final two laps in the race, Marko managed to gain an astounding two minutes on the lead Ferrari 312PB of Arturo Merzario and Sandro Munari ...and yet lost the race by a mere 16.8 seconds!
1972 Targa Florio Andrea de Adamich is shown at the wheel of the car he shared with Toine Hezemans. Together they completed the eleven laps in third place overall.
28 May 1972 Nurburgring 1000 Kilometers Fastest lap was set by Rolf Stommelen with an astounding 7:42 and finished 11th overall with teammates Toine Hezemans and Vic Elford.
Le Mans 24 Hours June 10-11, 1972 Three T-33/3 entered, car no. 18 of Andrea de Adamich, Nino Vacarella / Toine Hezemans / Teodoro Zeccoli and Helmut Marko was the highest finishing T-33/3 qualified 7th on the grid and finished 4th.
Le Mans 24 Hours June 10-11, 1972 Rolf Stommelon / Nanni Galli / Toine Hezemans qualified 4th on the grid, suffered gearbox problems and failed to finish after 263 laps.
(This image is duplicative of one above)
1972 Le Mans 24 Hours of Endurance Vic Elford / Toine Hezemans / Dr. Helmut Marko qualified 6th but did not finish due to gearbox problems.
Visit our special section on the 1972 Le Mans race with Autodelta featured by clicking on the "Alfa at Le Mans" page above.
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For another additional interesting narrative on the evolution of Autodelta racing cars, I suggest and recommend that you visit my friend Gianluca Pierdicca's site-www.autodelta.info.
Taken together both of our sites will supply the viewer with a definitive history of the "Golden Years" on the world's racing scene of Autodelta 1964-1984.
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