Sono grato all’amico Robert che si è prodigato nel creare questo sito di memorie su Carlo Chiti e l’Autodelta, nomi che oggi appartengono alla storia dell’automobilismo. Sono felice di poter contribuire, almeno un po’, con i miei ricordi, a questa bellissima iniziativa.
Vorrei chiarire però una cosa. Io non sono stato protagonista di quella storia, nonostante l’abbia vissuta al margine in prima persona. Sono stato solo un fortunato giovanotto innamorato di corse e di automobili che si era trovato al posto giusto nel momento giusto. La mia storia è semplice. Sono italiano di origine serba, e da giovane ho avuto un grande sogno e una modesta esperienza nel mondo delle corse. Con alcuni amici-soci e il benevole aiuto di alcuni piloti e del costruttore Monteverdi, abbiamo cercato la fortuna con una piccola squadra corse, nata con lo scopo di preparare e noleggiare le macchine ai piloti privati.
Uno dei “grandi” di quel periodo, un caro amico e uno dei piloti migliori in assoluto, Ignazio Giunti, mi ha fatto conoscere Carlo Chiti nel 1967. Negli anni a venire sono diventato prima cliente e poi anche amico del “Grande Capo”, e qualche volta partecipe di piacevoli serate condite di chiacchiere e buon Chianti. Vivevo a Milano in quel periodo e le occasioni non mancavano. Chiti era un interlocutore splendido, uomo di vasta cultura e dai molti interessi, e abile padrone delle discussioni, che riusciva a pilotare con facilità evitando di toccare questioni di lavoro. Mai una parola riguardo la vita o gli eventi interni dell’Autodelta, ma piuttosto amichevoli chiacchiere di tutto e di più.
Oggi appartengo allo sparuto gruppetto di “vecchi amici” che si raduna ogni tanto per rievocare le glorie, le gioie e i dolori del passato. Alcuni di noi hanno toccato il cielo del fantastico mondo delle corse, altri (come me) sono rimasti solo testimoni di questi magnifici giorni.
I miei ricordi coprono il periodo dal 1967 al 1972, quando vivendo tra Svizzera e Milano ero in contatto con Chiti e l’Autodelta. Nel 1973 ho lasciato Milano ed (ahimè) i miei rapporti con Chiti si sono ridotti allo scambio di cartoline in occasione di Natale, e qualche rara telefonata. Condivido con piacere le memorie che Don Black, grande alfiere dell’Alfa Romeo negli USA (e che certamente non è un nome nuovo per me) e gli altri entusiasti hanno dedicato alla storia di Chiti e dell’Autodelta nel 1994. Cercherò di unire a questo bel racconto anche qualche frammento dei miei ricordi, qualche dettaglio sconosciuto o qualche piccolo segreto, che potrebbe aiutare a capire quell’insolito genio.
Ricordo benissimo quel giorno freddo e piovoso del febbraio inoltrato quando mi recai con Giunti a Settimo Milanese ad un concordato appuntamento con lo “zio” (come lo chiamavano i suoi piloti). Chiti, bloccato dal traffico milanese tardava, ma quando arrivò, massiccio, imponente, vulcanico e rumoroso, ebbi l’impressione di conoscerlo già da tanto tempo.
Parlava con un’inconfondibile impronta dialettale toscana ed aveva modi educati ma familiari. Era gentile con gli impiegati ed affettuoso con gli onnipresenti cani che si incontravano negli spazi dell’Autodelta. Il giorno del primo incontro fu sigillato con il pranzo nel ristorante “Alla Collina Pistoiese”, suo ufficio informale nel cuore di Milano non lontano dal Duomo, dove rimase fedele al suo ruolo di capo supremo, esercitato con naturale generosità.
E’ nata così un’amicizia durata poi tutti e cinque gli anni della mia permanenza a Milano. Cani, macchine da corsa, libri, arte ed un’infinità di altre piccole cose erano temi condivisi. Chiti è stato il maestro indiscusso di chiacchiere informali, in grado di sorprendere sempre con la sua erudizione ed il vasto campo degli interessi, ma anche il maestro dei silenzi sull’attività professionale, sulle questioni tecniche o gli affari dell’Autodelta. Questi erano una specie di tabù, soggetti da evitare nelle conversazioni, così come il tema dei non idilliaci rapporti con il Servizio Esperienze Speciali (SES), dove la potente squadra di straordinari tecnici come Satta, Busso, Garcea, Nicolis e Surace consideravano l’Autodelta e Chiti un po’ come un’invenzione dell’Amministratore Delegato Giuseppe Luraghi, che aveva già penalizzato il SES, privandolo ingiustamente del merito riguardo alla TZ, la GTA ed anche il progetto iniziale della T33.
Questa evidente mancanza di simpatia tra il Servizio Esperienze Speciali e Chiti era nata dalla convinzione che i progettisti del SES, pur sviluppando modelli importanti, furono relegati in secondo piano dal dominante ruolo di Chiti e dell’Autodelta. Il compito iniziale di far vincere le “loro” macchine, Chiti lo aveva trasformato nella propria immagine di “mago” delle piste. Nonostante l’indubbio curriculum che aveva portato con sé dalla Ferrari e l’ATS, voci maligne lo accusavano di abuso di idee altrui: ma il suono ruggente delle Alfe vittoriose nei circuiti sparsi in tutto il mondo era il “permesso” che gli assicurava un cammino continuo sulla strada prescelta. Nessuno al mondo poteva negare il suo enorme talento, la sua genialità e la capacità di risolvere i problemi con soluzioni immediate. Era sicuramente uno dei costruttori di motori da corsa tra i più dotati ed apprezzati al mondo.
Tuttavia, quando la meteora ascendente dell’Autodelta passò il punto del suo massimo splendore e la parabola prese una via in discesa, le leve del potere ad Arese non erano più nelle benevoli mani di Luraghi. Il crudele addio presentato a Chiti era solo l’ultimo atto di una guerra ormai persa, ed il “Chitone”, solo ed amareggiato, decise di tirare i remi in barca. Lasciava l’Autodelta, la propria creazione, che aveva riempito d’orgoglio i cuori italiani, ed una buona parte della sua vita. Di nuovo, come tanti anni addietro, diveniva solo un ingegnere in cerca di occupazione.
Chiti non era assolutamente interessato al denaro. Talvolta dipinto come prepotente, era un uomo dalle risorse incredibili, bramoso di confermare le proprie tesi e immerso in ore e ore di continuo lavoro. Instancabile e sempre in prima linea, richiedeva lo stesso impegno anche dai collaboratori. Era stimato ed amato dai “suoi ragazzi”, i quali potevano testimoniare le lunghe ore che passava con il cronometro in mano, anche sotto la pioggia battente, quando sulla pista di Balocco misurava i tempi sui giri cercando di intuire i problemi.
Aveva una fiducia incondizionata nel giudizio di Teodoro “Dorino” Zeccoli, pilota dell’Autodelta che aveva seguito la nascita di tutte le vetture create dall’Autodelta: un ottimo corridore e test-driver ufficiale, incaricato a provare tutte le vetture nate a Settimo Milanese. Zeccoli era il fedele compagno d’avventura che seguiva Chiti dai tempi dell’ATS, un pilota sensibile in grado di comprendere il mezzo che stava provando e di intuirne le possibili debolezze. Chiti lo considerava quasi come un estensione dei propri sensi. I piloti, sempre scelti da Chiti personalmente, erano in buoni rapporti con il “Grande Capo” e lo consideravano quasi come un parente stretto. Chiti ricambiava quei sentimenti con la cordiale gentilezza, pur avendo delle preferenze che però non manifestava mai apertamente. Suoi beniamini erano certamente de Adamich, Giunti, Galli e Toino Hezemans (sto parlando degli anni iniziali, dal ’67 al ’72), ma aveva anche un rapporto privilegiato con Merzario e una simpatia per la stella nascente Gian Luigi Picchi, che, giovanissimo, mieteva successi fino al punto da essere battezzato “il fattore vincente” dalla stampa. Tuttavia, quando Picchi alla nascita del primo figlio annunciava il suo ritiro dall’agonismo, Chiti appoggiò questa decisione, dicendo a Picchi in un colloquio privato che i piloti erano solo “carne da macello” in quel crudele circo che erano le corse.
In fondo le corse come le intendeva Chiti dovevano servire da banco di prova propedeutico ed evolutivo per le future soluzioni. Non parlava mai del passato se non per trarre lo spunto per un discorso che intendeva fare. E’ stato considerato l’artefice del trionfo della Ferrari in F1 nel 1961, con la 156, che coronava il suo sforzo di persuadere Ferrari in favore di un motore posteriore sulle vetture da corsa. Insieme all’amico (anche lui toscano) Giotto Bizzarrini, erano gli “uomini chiave” dell’ufficio progettazioni della S.E.F.A.C. ma anche parte della “congiura di corte” che li vide “angeli ribelli”, esiliati dal regno Ferrari. Questo fatto è stato interpretato a lungo come un indubbio segno di discordia con il “Grande Vecchio”, ed io, innamorato della figura di Enzo Ferrari, non potevo non fargli una domanda a riguardo. Mi rispose in tutta sincerità che la sua presenza nel gruppo ribelle era un semplice gesto di solidarietà verso Gardini, Giberti, Tavoni e Bizzarrini, e che tra Ferrari e lui non c’erano divergenze sostanziali. Per di più, aggiunse parole di stima verso il “Drake”, lodando il suo straordinario intuito e le sue grandi doti organizzative, ma non esitò a sottolineare la dipendenza di Ferrari dai pareri delle sue “spie” (usò proprio questa parola) e la sua debolezza di fronte ai pettegolezzi e le calunnie che gli venivano puntualmente servite.
Per la verità anche Chiti era convinto di essere accerchiato da “spie”, che si presentavano regolarmente al rapporto al Servizio Esperienze Speciali per riferire agli “amici” tutto ciò che accadeva al Settimo Milanese.
Ricordo un episodio che conferma questa sua convinzione. Chiti teneva in alta considerazione la “scuola britannica” nella progettazione delle macchine da corsa, e seguiva con attenzione il lavoro svolto da Chapman, Duckworth, Costin e Campbell. Gli avevo portato dalla Svizzera come regalo il libro “The Sports Car Engine” di Colin Campbell, all’epoca non ancora tradotto in italiano. Lo stava sfogliando incuriosito (l’inglese lo masticava poco per la verità), quando si presentò nel suo ufficio uno degli ingegneri da lui considerato “spia” del SES. Con la faccia seria, ed il suo senso dello humor tipicamente toscano, Chiti gli mostrò il libro, dicendo che dopo aver imparato le importanti nozioni contenute in quel manuale, sarebbe stato in grado di produrre sicuramente la macchina vincente. Più tardi mi disse (con un tocco di serietà) che potevo essere certo che le sue parole sarebbero state riferite agli “amici” del SES.
Un anno più tardi, ospite della sua bella casa non lontano dal quartiere San Siro, vidi sul tavolo dello studio quel libro, e questo mi riempì il cuore di gioia.
Comunque, i suoi rapporti con i collaboratori erano quasi sempre gentili e cordiali, nonostante le accuse che lo descrivevano come dispotico e burbero. Sotto il suo (spesso finto) atteggiamento scorbutico si nascondeva un’anima bonaria disposta ad offrire aiuto in caso di necessità. Anche il suo rapporto con il “big boss” dell’Alfa Romeo Giuseppe Luraghi era sincero e cordiale, basato su reciproco rispetto e simpatia. Ha preservato buoni rapporti anche con i fratelli Chizzola, fondatori insieme a lui dell’Autodelta, che hanno optato poi per non spostarsi dall’Udine dove l’Autodelta era nata.
Per quanto riguardava la gestione dell’Autodelta, la sua visione era un po’ antiquata e autocratica, con un suo esclusivo potere decisionale per quanto riguardava le questioni pertinenti alle corse. Tutto il resto, finanze, commercio ed amministrazione, erano delegati a persone qualificate di sua fiducia. Quando però Luraghi fu allontanato dal posto di comando, e dopo una breve e corretta collaborazione con Gaetano Cortesi, l’arrivo del tecnocrate Ettore Massacesi segnò un cambiamento decisivo del destino dell’Autodelta.
L’attività sportiva smise di essere la priorità della fabbrica di Arese, ed i poteri di Chiti furono platealmente trasferiti a persone decisamente non di suo gradimento. Ogni giorno rimaneva più solo e più esposto alle crescenti richieste dei vertici della fabbrica, privo delle risorse necessarie per sviluppare “armi” adeguate. Le vittorie sempre più rare ed il palmares sempre più magro hanno cominciato a riempire le pagine del curriculum sportivo dell’Alfa Romeo. Senza supporto ed ormai quasi ghettizzato, amareggiato e deluso Chiti sbatte la porta lascando per sempre l’amata fabbrica. Sull’orizzonte già si profilava una sfida nuova, e molti progetti ancora da realizzare. Con la nuova impresa Motori Moderni era sicuro che poteva dare ancora tanto al mondo dell’auto sport.
Ma un giorno del caldo luglio 1994, sorpreso e tradito dal suo grande cuore, Chitone se ne andò verso sconosciuti paddock e circuiti celesti… Dietro di lui, il mondo intero ed i suoi piccoli amici a quattro zampe rimanevano sicuramente più soli.
Alfa Romeo T33 “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 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 proved engineers and technicians like Busso, Garcea, Nicolis, Surace…that has already 'composed' automobiles with solid sporting reputations.
However, Alfa Romeo’s participation in racing events of the period was limited to modified touring cars from it's production series, and it was with the newborn racing division Autodelta that Alfa Romeo started its rush towards the heights of Olympus.
Ing. 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... Servizio Esperienze Speciali 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 teamwork. The 105.33 blueprint had proposed 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, that the idea of realizing such a machine started its course.
Previously, Luraghi has asked Livio Nicolis about the possibilities of development of 105.33 in a reasonably short tperiod of time. The answer of this prudent and realist engineer spoke about a project of a minimum duration of two years, and impatient Luraghi turned to and sought comfort and reassurance from the irreducible optimist 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, that had designed the only existing first prototype 105.33.01, consigned it to Autodelta for further optimization. That car became soon a kind of roving laboratory, and Chiti found himself in a hard battle with 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 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 proved different solutions and different body shapes for the car, like 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 33/2, the twin spark was introduced to all engines), compression 11:1, and capacity of just under two liters (1995cc), motor easily developed 270 bhp in race trim. The engine was coupled to a six-speed direct Colotti gearbox.
Initially, Busso and Satta had proposed a V12 design as the definitive engine, but the necessity to reduce the bulk and the weight of power unit and 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 reviewed existing plans of his 1500 engine...based on experience gained at Ferrari... or, (as some have stated), the engine was already in advanced testing stage on the bench when he has 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 problem, and it is true that initially many parts of the engine were of ATS provenience.
The result was nice and clean construction but to assure enough air, on the racing version, a huge pipe was mounted over the engine bay. That gave the nickname to that open two-seater that remained known as “Periscopica”.
On its debut in a hill climb event at Fléron in Belgium, small 2 liter Alfa Romeo driven by Teodoro Zeccoli won against serious and strong concurrency from higher classes, and entered in the history.
From that moment, to support growing success of Alfa Romeos on the circuits and to contrast other European “dream cars”, Luraghi absolutely wanted to start small production of high performance road going car.
He appointed again 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, and the initial idea was to realise 50 units all to be built on the winning “Fléron” chassis. Based on the large diameter, riveted magnesium tubes and connected together with same diameter cross member to the rear of the cockpit, the chassis formed the irregular H shape perimeter frame of the new 33 race car.
Another peculiarity was the fuel tank situated inside the huge tubes, that should preserve the cars Roll Center, regardless of remained fuel weight. 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 the handling of the racing version was notoriously far from satisfactory.
That problem accompanied the “Fléron” chassis during its whole existence, and that was the main reason that Chiti was never enthusiastic about it, demising generously the authorship of that chassis to Busso and Servizio Esperienze Speciali .
Consequently, the “Stradale” version featured a number of differences from the racer. 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 Chiti's desire to preserve and protect the life of a driver.....-Editor)
Even in that version, the chassis was not so different from the ones 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 8800rpm allimentated with Italian SPICA 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 realised vertical opening of the doors and the part of the roof. That solution gave absolutely unusual appearance to his already exotic design.
To fabricate the body Chiti and Scaglione had adopted Peraluman H350 lightweight alloy, and it was decided to build the first prototype car directly inside the Autodelta premises at Settimo Milanese. The working space was obtained in the same ward 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 hardly coexists together, and soon problems arose between Chiti immersed in his racing world, and Scaglione impelled to resolve the growing problems alone. That silent war was flavored with numerous embittered letters that Scaglione sent without effects 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 in relatively short terms, from January to September, all the work on the first prototype, and the car was proudly presented to the public in occasion of Sport Car Show in Monza. Some that 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 appeal and its price that was the top of almost every automobile pricelist at world’s global level. After the Stradale was completed under Autodelta ceiling, Scaglione left Settimo Milanese and Alfa Romeo forever. He was certainly not born for the business, and after 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 the famous Italian car design studios and realized into concept cars for major world automobile shows.
Despite its astronomical price, all produced Stradale were sold, and it was Alfa Romeo decision to invest in 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 serious delay, already obsolete and unable to resist to the Maserati, Lamborghini and Ferrari mid-engined “cheap” models.
The Competition T33 has followed its own history. Though, the racing version of T33, 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 the few meagre results in hill-climbing.
It was indubitably fast and with good maneuverability, but also extremely fragile in all its weak points already noticed by Chiti. It was only with 1968 version with radically revisited suspension, that Daytona model has obtained supremacy in 2 liter class, fighting decently with honor with major class engines. The full success has arrived with multi-tubular space frame, 3 liter, all Chiti’s baby, but T33 Fléron, has already entered the legend.
Here are the numbers of T33 story, 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 in 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 T33 racing version, based on big tubes “Fléron” chassis was introduced in 1967 racing season in its “Periscopica” version. In 1968 it was replaced by 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 winning machine at Fléron race, the second 750.33.002 was (almost certainly) car destroyed in testing at Monza, and one was 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 remained chassis (luring away six “Periscopica” cars) were used to produce 33/2 “Daytona” in its different shapes.
Ignoring small differences, all 33 and 33/2 engines were technically similar. From 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 developing process was linear, made of small passes. 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 1968 season, the number of 28 built cars in three variants were registered. Together with 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 has finished with 750.33.034. Of this magnificent car, numerous still exists 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 future. T33 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 to replace it, dismantled racing chassis was used to rebuild this first, four lights version, with small, insignificant different details (wiper moved to the base of wind screen, apertures for ventilation on the rear fenders ecc.) from the 01. Those were only two models with four light nose, all the others (designed by Scaglione) were two lights version assembled by Carrozzeria Marazzi at Saronno near Milan.
They were shaped of Peraluman alloy and interiors were fitted following the customers taste, so there are no two identical T33 cars. Here is the list of still existing (known) T33 Stradale: 750.33.01, 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), 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.
Over the five remained chassis the famous Italian Car Style Studios, Pininfarina, Bertone e Italdesign, have exercised their art, producing some of the most beautiful dream-cars that can be admired at Alfa Romeo Museo Storico at Arese.
21 November 2015
Copyright Vladimir Pajevic-Pale
Alfa Romeo T33 “Fléron” type chassis, racing and street version history
This is the story about Alfa Romeo T33 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 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 Orazio Satta was composed of proved engineers and technicians like Busso, Garcea, Nicolis, Surace…that has already 'composed' automobiles with solid sporting reputations.
However, Alfa Romeo’s participation in racing events of the period was limited to modified touring cars from it's production series, and it was with 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... Servizio Esperienze Speciali 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 teamwork. The 105.33 blueprint had proposed 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, that the idea of realizing such a machine started its course.
Previously, Luraghi has asked Livio Nicolis about the possibilities of development of 105.33 in a reasonably short tperiod of time. The answer of this prudent and realist engineer spoke about a project of a minimum duration of two years, and impatient Luraghi turned to and sought comfort and reassurance from the irreducible optimist 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, that had designed the only existing first prototype 105.33.01, consigned it to Autodelta for further optimization. That car became soon a kind of roving laboratory, and Chiti found himself in a hard battle with 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 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 proved different solutions and different body shapes for the car, like 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 33/2, the twin spark was introduced to all engines), compression 11:1, and capacity of just under two liters (1995cc), motor easily developed 270 bhp in race trim. The engine was coupled to a six-speed direct Colotti gearbox.
Initially, Busso and Satta had proposed a V12 design as the definitive engine, but the necessity to reduce the bulk and the weight of power unit and 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 reviewed existing plans of his 1500 engine...based on experience gained at Ferrari... or, (as some have stated), the engine was already in advanced testing stage on the bench when he has 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 problem, and it is true that initially many parts of the engine were of ATS provenience.
The result was nice and clean construction but to assure enough air, on the racing version, a huge pipe was mounted over the engine bay. That gave the nickname to that open two-seater that remained known as “Periscopica”.
On its debut in a hill climb event at Fléron in Belgium, small 2 liter Alfa Romeo driven by Teodoro Zeccoli won against serious and strong concurrency from higher classes, and entered in the history.
From that moment, to support growing success of Alfa Romeos on the circuits and to contrast other European “dream cars”, Luraghi absolutely wanted to start small production of high performance road going car.
He appointed again 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, and the initial idea was to realise 50 units all to be built on the winning “Fléron” chassis. Based on the large diameter, riveted magnesium tubes and connected together with same diameter cross member to the rear of the cockpit, the chassis formed the irregular H shape perimeter frame of the new 33 race car.
Another peculiarity was the fuel tank situated inside the huge tubes, that should preserve the cars Roll Center, regardless of remained fuel weight. 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 the handling of the racing version was notoriously far from satisfactory.
That problem accompanied the “Fléron” chassis during its whole existence, and that was the main reason that Chiti was never enthusiastic about it, demising generously the authorship of that chassis to Busso and Servizio Esperienze Speciali .
Consequently, the “Stradale” version featured a number of differences from the racer. 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 Chiti's desire to preserve and protect the life of a driver.....-Editor)
Even in that version, the chassis was not so different from the ones 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 8800rpm allimentated with Italian SPICA 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 realised vertical opening of the doors and the part of the roof. That solution gave absolutely unusual appearance to his already exotic design.
To fabricate the body Chiti and Scaglione had adopted Peraluman H350 lightweight alloy, and it was decided to build the first prototype car directly inside the Autodelta premises at Settimo Milanese. The working space was obtained in the same ward 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 hardly coexists together, and soon problems arose between Chiti immersed in his racing world, and Scaglione impelled to resolve the growing problems alone. That silent war was flavored with numerous embittered letters that Scaglione sent without effects 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 in relatively short terms, from January to September, all the work on the first prototype, and the car was proudly presented to the public in occasion of Sport Car Show in Monza. Some that 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 appeal and its price that was the top of almost every automobile pricelist at world’s global level. After the Stradale was completed under Autodelta ceiling, Scaglione left Settimo Milanese and Alfa Romeo forever. He was certainly not born for the business, and after 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 the famous Italian car design studios and realized into concept cars for major world automobile shows.
Despite its astronomical price, all produced Stradale were sold, and it was Alfa Romeo decision to invest in 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 serious delay, already obsolete and unable to resist to the Maserati, Lamborghini and Ferrari mid-engined “cheap” models.
The Competition T33 has followed its own history. Though, the racing version of T33, 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 the few meagre results in hill-climbing.
It was indubitably fast and with good maneuverability, but also extremely fragile in all its weak points already noticed by Chiti. It was only with 1968 version with radically revisited suspension, that Daytona model has obtained supremacy in 2 liter class, fighting decently with honor with major class engines. The full success has arrived with multi-tubular space frame, 3 liter, all Chiti’s baby, but T33 Fléron, has already entered the legend.
Here are the numbers of T33 story, 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 in 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 T33 racing version, based on big tubes “Fléron” chassis was introduced in 1967 racing season in its “Periscopica” version. In 1968 it was replaced by 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 winning machine at Fléron race, the second 750.33.002 was (almost certainly) car destroyed in testing at Monza, and one was 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 remained chassis (luring away six “Periscopica” cars) were used to produce 33/2 “Daytona” in its different shapes.
Ignoring small differences, all 33 and 33/2 engines were technically similar. From 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 developing process was linear, made of small passes. 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 1968 season, the number of 28 built cars in three variants were registered. Together with 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 has finished with 750.33.034. Of this magnificent car, numerous still exists 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 future. T33 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 to replace it, dismantled racing chassis was used to rebuild this first, four lights version, with small, insignificant different details (wiper moved to the base of wind screen, apertures for ventilation on the rear fenders ecc.) from the 01. Those were only two models with four light nose, all the others (designed by Scaglione) were two lights version assembled by Carrozzeria Marazzi at Saronno near Milan.
They were shaped of Peraluman alloy and interiors were fitted following the customers taste, so there are no two identical T33 cars. Here is the list of still existing (known) T33 Stradale: 750.33.01, 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), 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.
Over the five remained chassis the famous Italian Car Style Studios, Pininfarina, Bertone e Italdesign, have exercised their art, producing some of the most beautiful dream-cars that can be admired at Alfa Romeo Museo Storico at Arese.
21 November 2015
Copyright Vladimir Pajevic-Pale
PHOTOS & CAPTINS TO INSERT
FOTO 1
33 Stradale – Prototipo 4 Fari
FOTO 2
33 Stradale - Versione 2 Fari
FOTO 3
33 Stradale, disegni originali
FOTO 4
33 Stradale, spaccato della vettura
FOTO 5
33 Stradale, Modellini in legno
FOTO 6
Sagoma in legno per battere la lamiera
FOTO 7
Disegni dei supporti della carrozzeria
FOTO 8
33 Stradale con porte e cofani a
Stradale Story old VIN explanation:
750.33.01 : four front lights, prototype sold to Gallery Abarth, Japan
750.33.101 first production, by Marazzi, (ex-Henry Wessels) Belgium
750.33.102 sold in France, today in Germany
750.33.103 (ex-Tony Fischhaber, ex-Rosso-Bianco Museum), Holland
750.33.104 (ex-Count Doenhoff), Great Britain
750.33.105 USA
750.33.106 (ex-Laureati), Germany
750.33.107 magnesium chassis fiberglass body, racing gear and Daytona engine, a semi-racing version, (now in New Zealand)
750.33.108 “P33 Sport Roadster”, then rebodied into “Cuneo” roadster by Pininfarina (Museo Storico Alfa Romeo Arese)
750.33.109 designed as Carabo by Bertone (Museo Storico Arese)
750.33.110 car of unknown destination (some say ex-Pahlavi Collection)
750.33.111 the only car originaly painted in blu (ex-Agusta, now in Japan)
750.33.112 prototype, four front light (Museo Storico Arese)
750.33.113 renumbered in 750.33.133 to avoid N°113 because of superstition.
(Auriana Collection. Canada)
750.33.114 competition shape and trim, Giro d’Italia (Joe Nastase, USA)
750.33.115 designed as “33-2 SC” by Pininfarina (Museo Storico Arese)
750.33.116 designed as Iguana by Italdesign (Museo Storico Arese)
750.33.117 designed as Navajo by Bertone (Museo Storico Arese)
750.33.118 car of unknown destination
Storia Della Tipo 33/2 – Telaio 750.33.014
La storia della “trentatre” pilotata dal pistoiese Aldo Bardelli
Tratta dall'articolo di Valerio Fagioli e Luigi Pulcini
per l'Associazione “Autocultura” Pistoia
Villa di Groppoli – 15 Marzo 2010
e dal libro “Una strada, una corsa, un ingegnere”
degli stessi autori dell'articolo.
La “33” telaio 750.33.014 esordì in occasione della edizione 1968 della 24h di Daytona affidata dalla Autodelta all’equipaggio Casoni/Biscaldi che giungono al traguardo settimi.
La stessa vettura parteciapa alla trasferta siciliana dello squadrone Alfa Romeo alla conquista della edizione 1968 della prestigiosa Targa Florio, dove troverà come principale antagonista l’altrettanto motivata squadra Porsche che allineava una nutrita schiera di 907/2200 8 cil. affidate a specialisti quali Mitter - Scarfiotti, Elford - Maglioli, Siffert - Stommelen, Hermann – Nerpaasch.
L'Alfa affidava, in quel lontano 5 maggio 1968, le sue chances a tre 33 di 2000 cc. per Baghetti - Biscardi, Galli - Giunti, Casoni – Bianchi (con il telaio 14), e la 33 di 2500 cc. che era stata assegnata a Vaccarella - Schutz. Al via subito battaglia, a contendersi il primato furono subito Scarfiotti e Vaccarella, poi salito il tedesco Schutz sulla macchina di Vaccarella la musica cambiò, la guida irruenta del tedesco, mise fuori uso la rossa Alfa andando a sbattere dopo pochi minuti dall'inizio del suo turno. Intanto anche le Porsche accusavano problemi ritirandosi. In testa restava un'altra Alfa 33, quella di Galli - Giunti inseguita da un'altra Alfa 33 di Casoni – Bianchi (#192) e dalla Porsche di Elford - Maglioli attardata da una foratura.
Elford che aveva personalmente cambiato la gomma, riprese la guida come un forsennato inseguimento alle Alfa di testa. inanellando giri veloci su giri veloci che gli consentirono di raggiungere e superare prima Casoni e poi Giunti che nulla poterono fare per contenere lo scatenato Elford.
Vincitori della gara Elford - Maglioli in 6h 28' 49" alla media di 111,111 km/h suo anche il giro più veloce e nuovo primato in 36'02", migliorandolo di oltre un minuto.
Secondi classificati Giunti - Galli su Alfa a meno di tre minuti, terzi Casoni - Bianchi sulla Alfa 33/2 con telaio 014, che riappare il 25 agosto 1968 al G.P. di Zeltweg in Austria affidata dal team satellite VDS del conte belga Rudi Van Der Straeten al pilota Trosch.
L’Autodelta a Hockenheim il 15 settembre e il 28/29 dello stesso mese alla 24 ore di Le Mans schiera per la “prima squadra” telai con numerazione superiore al 20 sino al 26.
Ritroviamo nella stagione successiva la “33/2” con telaio 14 di nuovo alla Targa Florio affidata dalla Autodelta (che si affida alle nuove 33 con motore tre litri) a Mario Casoni ed al fiorentino Spartaco Dini (#172).
L’auto fu seriamente danneggiata a causa di un incidente in prova, ma l’esperto Casoni riesce a trovare una guida con la Scuderia Tridentina che schiera un’altra Alfa Romeo 33/2 (telaio 29 #172). Per la cronaca nuovo trionfo Porsche con le 908 che occupano i primi quattro posti della classifica assoluta a limitare il naufragio Alfa Romeo fu il quinto posto dell’ennesima 33/2 (telaio 22 #248)affidata dalla Scuderia Madunina a Giovanni Alberti ed Enrico Pinto.
Un documento fiscale Autodelta custodito nell’archivio di Aldo Bardelli testimonia che il passaggio di proprietà della “Autovettura Alfa Romeo 33 tipo Sport Daytona telaio 750.33.014 usata nello stato di fatto in cui si trova come vista e accettata completa di: batteria, cintura, ruota di scorta, alleggerita..” avviene il 17 giugno del 1969. E per la vettura inizia una stagione agonista che si dipana sino a tutto il 1971 e che viene riassunta da una cronologia realizzata attraverso la consultazione dei periodici specializzati dell’epoca.
1969
15 giugno – Aosta/Pila - 25° assoluto, 1° di classe
22 giugno – Bologna/Raticosa - 3° assoluto, 1° di classe
29 giugno - Coppa della Sila - manca il risultato
6 luglio - Bolzano/Mendola - 20° assoluto, 2° di classe
13 luglio - Trento/Monte Bondone - 7° assoluto, 3° di classe
3 agosto - Cesana/Sestriere - 8° assoluto, 4° di classe
10 agosto – Rieti/Terminillo - 4° assoluto, 2° di classe
15 agosto -Cronoscalata delle Svolte di Popoli - 4° assoluto, 4° di classe
24 agosto - Ascoli/Colle San Marco - 2° assoluto 2° di classe
31 agosto – Cefalù/Gibilmanna - 3° assoluto 3° di classe
14 settembre - 500 KM di Imola - 31° tempo in prova, non prende il via
21 settembre - Alpe del Nevegal - 3° assoluto, 1° di classe
28 settembre - Coppa del Chianti - 4° assoluto, 1° di classe
5 ottobre – Castione/Presolana - manca il risultatoin quella stagione intensissima Aldo Bardelli corre anche con una Alfa Romeo TZ 2 con la quale partecipa alle seguenti gare :
4 maggio - Targa Florio in coppia con C. Giugno - ritirati per uscita di strada
18 maggio – Castione Baratti/Neviano Arduini 5° assoluto e 2° di classe
25 maggio - Trieste/Opicina - 5° assoluto 2° di classe
20 luglio - Circuito del Mugello in coppia con C. Giugno - 36° assoluti
1970
26 aprile – Amalfi/Agerola - 3° assoluto, 1° di classe
3 maggio - Pieve S. Stefano/Passo dello Spino - 5° assoluto, 3° di classe
21 maggio – Trieste/Opicina - 6° assoluto, 3° di classe - la 33/2 di Bardelli viene trasformata dall’ Autodelta in una versione spider ulteriormente alleggerita ed omologata come prototipo, dopo che la medesima operazione era stata effettuata solo ad altri due esemplari di cui uno contrassegnato dal “22” affidato alla Scuderia Madunina e un’altra 33/2, abitualmente portata in gara da “Nicor” e Spartaco Dini (SCAR Autostrada Firenze esordio 1000 km. di Monza) della quale non è stato possibile identificare il numero di telaio.
28 maggio – Tolmezzo/Vezzegnis- 3° assoluto, 2° di classe
4 qiugno - Castione Baratti/Neviano Arduini - ritirato per uscita di strada
21 giugno - Coppa della Collina - 4° assoluto, 4° di classe
28 giugno - Coppa della Sila - 3° assoluto 2° di classe
5 luglio – Trento/Monte Bondone - 7° assoluto 3° di classe
12 luglio - S. Giustino/Bocca Trabaria - 4°assoluto 1° di classe
19 luglio - Circuito del Mugello - 16° assoluto 12° di classe
26 luglio – Ascoli/Colle San Marco - 5° assoluto 2° di classe
9 agosto – Rieti/Terminillo – a causa delle pessime condizioni meteo ( sull montagna si abbatte un violentissimo nubifragio e poi nella zona dell’arrivo cala una fitta nebbia) le vetture sport e prototipo sono relegate nelle ultime posizioni della classifica assoluta.
15 agosto - Coppa Città di Enna – Bardelli non prende il via a causa del furto subito dei pnumatici preparati per la gara
30 agosto – Gubbio/Madonna delle Cime - causa un nubifragio le vetture sport e prototipi (quelle poche che presero il via) si sono classificate nelle ultime posizioni della classifica assoluta
13 settembre - 500 km di Imola corsa in coppia con Mauro Nesti - 8° assoluti, 2° di classe
20 settembre - Coppa del Chianti - 4° assoluto, 1° di classe
29 settembre - Coppa Alpe del Nevegal - 5° assoluto, 1° di classe
1971
2 maggio - Pieve S. Stefano/Passo dello Spino - 2° assoluto,2° di classe - a causa della nuova regolamentazione viene modificato il roll bar
23 maggio - Castione Baratti/Neviano Arduini - ritirato per guasto alla frizione ,la vettura fu ulteriormente alleggerita con l’eliminazione i fari e modificato il cruscotto
30 maggio - Coppa della Collina - 6° assoluto, 2° di classe
25 luglio Ascoli – Colle San Marco - 7° assoluto, 4° di classe
8 agosto – Rieti/Terminillo - 9° assoluto, 8° di classe
15 agosto - Cronoscalata Svolte di Popoli - 11° assoluto, 1° di classe 3000 cc
22 agosto - San Giustino/Bocca Trabaria - 8° assoluto, 2° di classe 3000 cc.
29 agosto - Gubbio/Madonna delle Cime - 6° assoluto, 2° di classe 3000
2 Settembre – Cefalù/Gibilmanna - 4° assoluto, 1° di classe 3000 cc
29 settembre - Coppa Nissena - 4° assoluto, 1°classe fino a 3000 cc.
3 ottobre - Val D’Anapo/Sortino - 5°assoluto, 1°classe fino a 3000 cc.
10 Ottobre - Coppa Città di Rende - 6° assoluto, 1°classe fino a 3000 cc.
Dopo tre stagioni agonistiche, macinando migliaia di chilometri su e giù per l’Italia, Aldo Bardelli appese il casco al chiodo e cedette la sua “trentatre” al padovano Giulio Dubbini.
Qualche tempo dopo l’Alfa telaio “014” lascio` l’Italia ed approdò nella collezione di auto da competizione di Peter Kaus il quale insieme ad Hans Holger e la Società Frenzel dal 1987 organizzò in una fabbrica abbandonata il “Rosso Bianco Museum” dove la “014” `e rimasta esposta per molti anni.
Il resto è storia recente: la “trentratre” progettata, sviluppata da un ingegnere pistoiese e portata in gara da un altro concittadino, torna a Pistoia e viene presentata ufficialmente il 15 maggio 2010 a Villa di Groppoli.
The feature website "Autodelta Golden Years.com" and the article "Franco Scaglione - il Mio Babbo !!" is made available for personal and non-commercial educational use consistant with the principles of "fair use". To the best of our knowledge, some images contributed for this story have no known copyright restriction based upon available information and that the editor is unaware of any such restriction. In the event an image is found to be under copyright, we will remove the image promptly if requested, with apologies.
The Editors
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Dieses Originalwerk darf ohne die Zustimmung des Herausgebers Robert B. Little weder vollständig noch teilweise in irgendeiner Form und mit irgendwelchen Mitteln reproduziert oder übertragen werden... weder elektronisch noch mechanisch, einschließlich Fotokopien und Aufzeichnungen in Datenarchiven.
Ausgenommen sind kurze Zitate von weniger als 150 Wörtern die von Zeitschriften, Zeitungen oder Fernsehsendern veröffentlicht werden, hierfür müssen der Urheber und die Quelle, Robert B. Little, www.AutodeltaGoldenYears.com genannt werden.
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Tutto il contenuto di questo sito web "Autodelta Golden Years.com" e’ protetto da copyright secondo la Convenzione di Berna e the United States Copyright Office. Per ogni uso commerciale e’ necessario procurarsi una licenza.