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 Tipo 105.33 Development History      

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.

Thank you.

Ing. Don Black

Alfa Romeo USA Technical Director 

Alfa Romeo Champion's Award 2017 winner from "Scuderia del Portello"

In His Own Words:  An Introduction of the T-33 Chronology 

Vladimir Pajevic

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.

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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. 

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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.
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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.

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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.

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This is my personal reminiscence that you can use.

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The T-33 "Fleron type"

 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 Udine, a short drive north of Venice, created by Ing. Carlo Chiti with his friend Ludovico Chizzola dedicated to the development of Alfa Romeo vehicles for car races.

Through its acquisition of Autodelta, a structure outside Alfa Romeo, Luraghi and Alfa Romeo, S.p.A. was 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 type" 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-33 Fléron, 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.

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 Milanese 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:  www.AutodeltaGoldenYears.com and RobertLittle.US   2015

Genesis

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 half years 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 great mechanical 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 and applied 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 embodied with 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 in the 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.

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 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 was similar to that of the then-current production cars (Giulia 105 type). 

The bodywork, typical Italian elegance, was similar to the wonderful GT series produced in the past by Alfa Romeo. It was built in Peraluman by  “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. Giuseppe 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 development 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 at 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. 

Note the right-hand drive signifying the unresolved air intake issue later resolved by Ing. Chiti and his staff.

...in the Beginning ...There Were the Fleron Prototypes..."

(but...which of two "Fléron" prototypes actually won the Fleron hillclimb event in 1967?)

Commentary and Factual Analysis

by Vladimir Pajevic

Senior Heritage Editor and co-author of "Alfa Romeo GTA" with G.L. Picchi

The first appearance on a race track of the newly developed Alfa Romeo 33/2 was also the first victory of this car.  The event was the hillclimb race in Fléron, a suburb of Liege in Belgium on March 12,1967, and the T33 / 2 selected for the race was driven by Teodoro Zeccoli. 

The car used in the race was  AR 750.33.001, the first T-33 completed by Autodelta in its new high-security factory located on Via Enrico Fermi, 7, in the hamlet of Settimo Milanese.... and prepared for the occasion of this hill climb race with a 'tall'  9/37 differential ratio. 

This chassis number was confirmed through the years by Ing. Carlo Chiti, Autodelta Director and creator of all 33 cars, Giuliano Luppi, the Autodelta chassis Chief Technician and Giovanni Manfredini the Chief Engine Technician, so their statements were generally accepted as correct in all further references over the succeeding five decades.                    

However...in a recently published book dedicated to the 33/2 first series version... the winning car is incorrectly identified as  AR750.33.004 a statement based on a claimed race report in the Alfa Romeo Centro Documentazione Archives, although this claim remains without confirmation. 

Based on the photographic evidence of the period, there are some evident differences that could be distinguished on both proposed cars. 

The actual car used in the Fléron hillclimb event had starting number 215 on both sides, and the other proposed race car .. was most assuredly used two weeks later in the United States for the running of the Twelve Hours of Sebring race.  This information was gathered from available data  according to Sebring technical race control.  The car had the chassis number cited above and displayed starting number 65, for the United States event. 

The winning car of the Belgian race (presumed to be AR750.33.001) had the characteristic dynamic air intake ("Periscope") without any partition in its air intake... while the car with the chassis number AR750.33.004 had the dynamic air intake divided in two parts, closed with netting on the right side. 

The Fléron winner had rectangular shaped turn signals, and low-set mirrors, while the Sebring car  had round shaped turn signals and added round brake air vents on both sides of the front and mirrors that were mounted in the high position. 

On the dashboard, the Fléron race car had a tachometer with a white dial, while on the 75033.004 in the Sebring 1967 event, the tachometer had a black background. On the rear, the Fléron race car had an aerodynamically shaped cover for topping up oil cap and lateral tear shaped protrusions near the air intake without openings. The 75033.004 raced in Sebring had a cap for topping up oil without any cover, and side protrusions with front openings. 

The rear panel of the car used in the Sebring race was different in color in its central portion. On the photographs I've presented as proof both cars have blue dots indicating the noted differences.                                                                                                                                                                  

There are also other facts to point out. The cars prepared and shipped to the USA for the Sebring race were confirmed by the technical control as AR750.33.004 and AR750.33.005 and this is a certain fact. Free practice in Sebring began three days before the race...held on March 29, 1967  and the two cars arrived in Sebring transported by Cargo Van Co, on March 27, 1967.

The two cars disembarked from the plane two days earlier, i.e. March 25, 1967. 

On the other side of the Atlantic ocean, the car transporter with the two cars (AR750.33.001 and AR750.33.003), left from Fléron the day after the race, March 13, 1967 and were directed to Zolder to carry out the further already booked track tests. 

The tests (documented) took place on March 15-16,1967 and the cars are then brought back to Settimo Milanese where they arrived in the late afternoon of March 17,1967.

It remains highly unlikely that within a few days remaining before the Sebring race, the two cars could be rechecked, changed in listed details, and shipped from Italy to the USA. 

There is no evidence or an existing shipping invoice to confirm similar transport. There also remained other technical details to consider. 

In the "closed park" after the race in Fléron, the talented Belgian photographer, Eric della Faille took a series of photos that day that are the precious testimony of that event. 

In the photo with the opened engine area, the data plate regarding the gearbox set-up, differential and type of oil used is clearly visible. The plate reports the extremely close differential ratio 7/37, already tested on AR750.33.001 as remembered by Zeccoli.  

And what is important, the number AD 105 33 * 001 * engraved on the gearbox body is visible too... which unequivocally links the gearbox unit to the engine and to the car, according to the traditional way of assigning (where possible) the same numbers for the assembled car. This number is visible and legible in the attached photo, and original photos can be consulted at the Smithsonian Museum in their car history archive.

During the racing calendar in 1967, the presence of both T33/2s was sporadic and without notable results...sometimes only in tests. 

At the end of the 1967 season, the fate of the two cars also followed different paths. 

The AR750.33.001 remained the property of Alfa Romeo until 1986, when it was purchased by actual owner Marco Cajani and restored to its present state. The AR750.33.004 previously dismembered was composed from remaining parts and sold to Peter Kaus’ Rosso-Bianco collection, later sold to Louwman Car Museum, and finally offered for sale in 2008 at Kidston. 

The s car was recognized and confirmed in official documents (now in the Alfa Romeo archive at Arese), by Ing. Carlo Chiti ex-CEO of Autodelta as the first assembled car that won Fléron event in 1967. 

The car is autographed by its test driver, developer and official race driver at Autodelta, Teodoro Zeccoli (photographic evidence).  

I don’t know on what documentary basis the statement AR75033.004 was the car used for Belgian race is formulated, and I think that sources for similar declaration must be produced as a proof. 

Finally, Teodoro Zeccoli, Giuliano Luppi and Giovanni Manfredini (all three) estimated the production of the first version of T33/2 to be six units, and and famed Alfa Romeo historian Maurizio Tabucchi, even limited the number of produced T33/2s in the versions known as "Periscopica" and  “Mugello ", to only five specimens, excluding the car destroyed in the accident at Monza during the presentation of the model, the car to which Autodelta assigned the number AR75033.002 afterwards. 

In contrast with above cited statements, Dasse’s book repeatedly stated that chassis numbers AR750.33.007 and AR750.33.008 were assigned to “Periscopica” and “Mugello” version cars, present in some documentary photos. 

Uncontroverted documentary evidence proved that chassis number AR75033.007 was the VIN on Gosselin-Biscaldi’s 33 Daytona type car entered by Belgian VDS team, in the 1000 Kilometres of Monza in 1968. 

Equally undoubted official documents assured the AR750.33.008 of S.O.F.A.R. entered the 33 Daytona type Alfa Romeo car in the 1969 “Ronde Cevenole” with Ignazio Giunti that won that race. 

These two events confirm without doubt that those chassis numbers were connected to T33/2 Daytona type entered in races only in 1968, in the shape different from “Periscopica” and “Mugello” version used in 1967. 

The possible objection that existing 1967 versions were reshaped for 1968 season is senseless as the number of new chassis provided by Aeronautica Sicula for Autodelta was over 40 pieces (unnumbered though), so previously used, often overstressed and damaged chassis, were never reused for the new cars at Autodelta. 

The fact is that Giovanni Giordanengo bought several completely new chassis, having in mind to produce together with Carlo Chiti “continuation” cars in both Stradale and Corsa versions. That affair was never realized, but points to the fact that there were numerous “free” chassis within the Autodelta system.

In front of above listed objections, only sure proofs and not the verbal statements could support the version present in the book. Otherwise, its content remains only a curious fanciful story not to be seriously considered.

Remaining certain is the possibility that some documents could be considered as a source for the content of the book that Dasse has published, are really present among Centro Documentazione papers, but also the well-known truth about difficulties in gesture of financial aspects of Autodelta must be considered. 

Alfa Romeo, in fact, was a public company until the controversial sale to Fiat in 1986 and was owned and controlled by the Italian state through Finmeccanica, the financial holding of IRI (Institute of Industrial Reconstruction). 

And it was precisely the environment where Carlo Chiti had to deal with daily... to defend his ideas and work as director of the Alfa Romeo racing team and provide financial support for present and future projects. 

An undoubtedly difficult, arduous existence, opposed by envy and jealous interests that had nothing to do with sport or the work of Autodelta employees. The truth is that all Autodelta employees were instructed to transform any activity as a possible request for financial compensation to aid the  chronically weak finances of the factory. 

It is possible that among those requests and rapports that anything could have been considered as a 'billable" activity. The true, precious Autodelta documentation was abandoned and almost completely lost in the forced transfer of the structure from Settimo Milanese to Senago in October 1982. 

Chiti had already ed Alfa Romeo historian and racing car authority, Ed McDonough: 

“…both Alfa Romeo and Autodelta kept very poor records of their competition cars and no comprehensive (official factory) written record exists which identifies which Tipo 33 chassis raced at which event. No one knows exactly how many T33/2 chassis were built, although there were believed to be about twenty. The chassis numbering system has always defied understanding”.

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.  The driver is Ignazio Giunti

February 1967  Official press unveiling of the new Alfa Romeo "33" model at the newly opened Alfa Romeo test track at Balocco. 

The wheels were the beautiful and well known design of Campagnolo , and the tires, as a sign of respect for tradition, were the Dunlop CR70 or R7. The rim diameter was 13 inches with the 8-inch channel (tires 525 x 13) in the front and 9 inches (tires 600 or 700 x 13) on the rear axle. 

Front and rear body panels included wheel arches and necessary air ducts. All the car bodies of the racing Alfa cars were made directly at Autodelta... "Inside the Walls"...designed and constructed secretly.

The material used was self-extinguishing fiberglass. The total weight of all the components of the body was 55 kg, including the side windows in Plexiglass and the glass windscreen weighing 5 kg. 

Lightness was the key word in the constructive concept of the T-33, and so the the car deployed on the starting grid weighed only 580 kg, and presented the following chassis size specifications; Wheelbase 2250 mm, width 1760 mm, height 990 mm, length 3690 mm, front track 1336 mm and rear track 1445 mm.

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 6^th of March 1967

In this photograph you will notice ...second from left...the great engine engineer Giovanni Manfredini.  

Ing. Manfredini was among the very earliest employees of the Ferrari S.p.A  to leave Ferrari along with Team Manager Ing. Carlo Chiti in the early 1960's and stayed as a friend and close confidant to Ing. Chiti until the very end of the Autodelta in 1985.   He passed away near the end of 2022. 

Chief Autodelta test driver Teodoro Zeccoli.

Autodelta historian Vladimir Pajevic wrote about the rise of Mr. Zeccoli with the Autodelta organization:  

"Their fellowship was born in the days of the ATS adventure, where he was entrained by Chiti from the position of the chief test driver and racing pilot for Carlo Abarth, toward new challenges with uncertain borders with Alfa Romeo..."

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    Sebring   Observe brake air vents on the front of the car...and Andrea de Adamich standing directly behind the Fleron.  This car, co-driven by chief Autodelta test driver Teo Zeccoli qualified in the 2 liter prototype class 12 seconds behind the class leading Ford Mk. IV but suffered suspension failure on the 84th lap.  The other Fleron sustained ignition  failure on the 36th lap.

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.

May 14, 1967  Targa Florio   During the acual race we noticed 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.  It was an extremely hot day even by Sicilian standards.  Two 33 Fleons retired due to front suspension failures, one retired with a gearbox issue and the final car of Galli / Giunti failed to finish within 110% of the class winner's time.

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 race composed of 8 laps at 41.135 miles each.  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.  These  three entered T-33 cars failed to finish due to various suspenson failures while two Autodelta GTAs finished first and second in class.

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, Switzerland    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. 

1968 and 1969 Tipo 33/2 Coupe

3-4 February 1968   Daytona 24 Hours...covering a distance of 2564 miles and 673 laps.

Because of the very good results in this Daytona race with all three entered T-33 cars finishing 5th, 6th and 7th.., 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.

7 April 1968 Brands Hatch Six Hours.

The raised roof section mentioned above was now modified to be much more wide than the previous version. Three Daytona cars were entered by  Autodelta...one finishing 14th and the other two experiencing an accident damage and the other engine problems.

May 4, 1968  Targa Florio  The T-33 featured the front spoilers rounded somewhat and new rounded front air intakes.  A great day for the team from Settimo Milanese as the T-33/2 cars won their class and also finished 2nd, 3rd, 5th and 6th.

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 Vaccarella / 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 team of Giunti / Galli finished first in the 2000 Prototpye class.

 Mario Casoni in the Alfa 33/2 at the 1968 Nurburgring 1000 km

The Grand Prix of Republica Vallelunga with Ignazio Giunti.  The T-33 featured extended front wheel arches. 

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 roll 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. 

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 treatment on the lightened 'allegerita' version.

This time we see another altered rear panel section with a hastily cut hole supplied for enhanced cooling.

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1969 - 1972

Tipo 33/2 Spider

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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 enter 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...as the special built cars from Abarth, Lola and Chevron were quicker.   

So the Spider versions found their way into hillclimbs and all sorts of sports car 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.

Photographs are shown below.

On June 21, 1970 at the legendary Coppa Collina hillclimb north of Pistoia this SCAR Autostrada car  #80 appeared with some further more substantial modifications to the wheel arches.

Here is a T-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 entrant Giovanni Alberti before the 1970 Monza 1000 kilometers race, using 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 Aldo Bardelli car was prepared as a third Spider by Autodelta (above).

The car is pictured here at Mugello.

The Bardelli car in another event.

This is the Giovanni Alberti car (above) with Carlo Facetti at the wheel at the Mil Milhas Brasileiras circuit 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 and the Bardelli car with the modifications to the wheel arches. 

Spider #6 was driven by Aldo Bardelli.

This T-33/2 Spider of the 1970 vintage was photographed by the editor in April 1972 parked "Inside the Walls" at 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. 

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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.

March 21-22, 1969   12 Hours of Sebring   Notice Nanni Galli on the left and Andrea de Adamich in the center of the image wearing his customary black rimmed glasses in the above  image.

March 29, 30, 1969   Above four images shown at the Le Mans Test Session. Note this version without front air intakes. This "long tail" version was shown being tested for the first time.  

During these tests Autodelta driver Lucien Bianchi became involved in an accident on the Hunaudieres straight. 

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 27, 1969.  Inaugural session of the new Zeltweg Circuit.  First Victory for Andrea de Adamich in a T-33.

August 10, 1969.  Osterreichring 1000 Kilometers featuring wider front air intake.  You will note the appearance of this Autodelta technician in dozens of period photographs...he is Mr. Coloni who was a material handler and the exclusive driver of the giant Alfa Romeo vehicle transport truck for Autodelta. 

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1969 

Tipo T-33/3 Coupe 

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.  The man seen pointing at the left rear fender of the car is Giuseppi Calleger...the senior team leader of the entire Autodelta group.

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 Vaccarella 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 Vaccarella 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. 

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. 

These next three images are taken from the 1969 Frankfurt Auto Show of the 33/3 Coupe making its final appearances on behalf of Alfa Romeo S.p.A.

Jochen Rindt Show 1969

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In preparation for the 1970 season, several tests were carried out in Balocco, Vallelunga and at Monza during the winter 1969 - 1970. 

Teodoro Zeccoli, pictured, the pre-imminent test driver for Ing. Chiti, had Chiti's utmost confidence in his evaluation abilities.  

Both men started working together when Chiti hired Zeccoli away from his testing assignments with ATS and Abarth.

This cutaway drawing of the 1970 T-33/3 has been provided through the courtesy of Serhii Antropov of ConcertBunny.com

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 late Tranquillo Bulgarini is shown taking a well-deserved momentary break from his ~25 year career with the Autodelta team.  He is shown also in a following image.  "Vega".

The air inlets for cooling the rear brakes were enlarged once again. 

1970 Sebring 12 Hours of Endurance   

For the upcoming 1970 Le Mans 24 Hours of Endurance, a long tail version was tested and presented at Balocco. See the above image and those four below.

10-11 April 1970 test session at Le Mans.

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.

Discussion and Commentary about the '69-'71  T-33/3 Series

"Some questions remain without the precise answer since they are variable values, conditioned by the track, not indicated by Autodelta for external use.

Engine in the evolutionary cycle developed from 400-403 PS at 9000-9400 rpm in the initial 1969 version, to reach 420-440 PS at 9400-9600 rpm, in the 1970 version (model used in Monza), and 450-465 PS at 10000 rpm on the bench, to be limited to 440 PS at 9400 rpm in order not to expose the engine to the operating limits.

Gear ratios were variable decided by the running stroke and the basic configuration was: 6-speed gearbox + reverse of cascade type with straight tooth gears and front tooth clutches without synchronizers and central control with ratios: I ° 3.25 – II° 2.18 - III ° 1.6 - IV ° 1.3 - V ° 1.12 - VI ° 0.96. 5-speed gearbox was introduced for the 1971 version, it was 10 kg lighter and presented for the version used at Brands Hatch race.

The Power Loss caused by the transmission was not measured, but the loss on rear-wheel driving differed between 14 and 20 percent. Medium value is around 17%.

Fuel consumption is another variable linked to the race and type of track. On average, the consumption (internal indication) was from 37-42 liters to 100 km of use in the race, that is, two refueling scheduled in the 1000 km races, and one oil change.

Differential was self-locking ZF, 1:3,08, 11/42 (cam and pawl, limited slip)

Another variable was drag coefficient measured only for internal use within Autodelta, and the value changed in relation to the use of spoilers and calculation of the Reynolds No. The method used for the calculation was the Blevins equation. On the 1969 model the drag coefficient was 0.54, reduced to 0.50 on the 1970 model (Monza) and 0.38 for the version used in Le Mans (long tail). The 1971 version had the A reduction of 0.20 m (front surface) and drag coefficient was reduced, but the measurement performed does not exist. Lift coefficient was conditioned by use of airfoils and there are no reference data (even the data reported here are approximate, for internal use and not indicated by the factory as official).

The weight in racing conditions was also variable. The first version of 1969 (dry) weighed 680 kg, to reach 700 kg in the first part of 1970, and then be reduced to 650 kg for the version of the second part of the season. For the long tail version (Le Mans) the lightened base was used, and the car weighed 680 kg with engine limited to 395 PS (for 24 hours of continuous use)

The initial external dimensions on the 1969 car were: Wheelbase 2,320mm, length 4,000mm, width 1,900mm, height 980mm, front track 1,410mm, rear track 1,400mm, front wheels 11x15, rear wheels 13x15.

The car for the 1970 season measured: Wheelbase 2,320 mm, length 3,700 mm, width 1,900 mm, height 980 mm. Front track 1,500 mm, rear track 1,380 / 1,430 mm, front wheels 4.75x13, rear wheels 6.00x13 (switch to Firestone tires). The measures of long tail (Le Mans) version were the same with difference of length, that was indicated as 4.210 mm + fin protrusion.

Version for the end of the 1971 season (in anticipation of the 12-cylinder engine), measured: Wheelbase 2,240 mm. Length 3,700 mm, width 1,900 mm, height 980 mm, front track 1,500 mm, rear track 1,380 mm, front wheels 4.75x13, rear wheels 6.00x13."

31 May 1970   Nurburgring 1000 Kilometers    The modified, lightened chassis shown above was entered by Autodelta. 

The car represents the final stage of development of the T33/3 which was first introduced in 1969. 

13-14 June 1970    Le Mans 24 Hours  The four pictures above show each of the four long tail cars entered by Autodelta.  This car was destroyed in an accident under the Dunlop Bridge and was retired.

13 September 1970    Imola 500 Kilometers    The above image and the three images below 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 20, 1971  Andrea de Adamich / Henri Pescarolo / Nino Vaccarella finished 3rd overall and second in class behind the Nanni Galli / Rolf Stommelen car. 

Rolf Stommelen and Nanni Galli.

Look carefully to see the reflection of the Chiti-designed refueling tower in the front fender reflection.

4 April 1971   Brands Hatch 1000 Kilometers.   Andrea de Adamich / Henri Pescarolo

4 April 1971   Brands Hatch 1000 Kilometers.  The team of Andrea de Adamich / Henri Pescarolo #54 took the overall victory leading at the finish five Porsche 917Ks and three Ferrari 512 M cars with a margin of victory of three laps. 

25 April 1971  Monza  1000 Kilometers    Autodelta outfitted its cars with a redesigned / modified longtail back and changed the rollbar to fit this ultra-quick racetrack.    Autodelta cars finished the race in 3rd, 4th and 5th but first overall in the 3000 cc class.

May 9, 1971   Spa 1000 Kilometers.

16 May 1971        Targa Florio         The fastest qualifying car and the overall winner of the Peoples hearts...Nino Vaccarella shared the cockpit with Toine Hezemans and led all of Sicily to a tumultuous celebration. 

28 June 1971   Österreichring 1000 Kilometers    Again a aerodynamically formed rollbar was used.  

The privately car of Reisch / Facetti (below) was seen during this weekend with different bodywork solutions, this one with 2 small wings on the tail section is unique.

24 July 1971   Watkins Glen Six Hours       The team of Ronnie Peterson / Andrea de Adamich in the T-33/3  V-8 car #30 won overall finishing two laps in front of a second place 5.0 liter Porsche 917K.

The two photographs of car #30 show the victorious car at the controls of Ronnie Peterson (above) in the Six Hours of Endurance race ... and Andrea de Adamich (below) in the CanAm Challenge Cup race...the closed rear tail section in the de Adamich car is the main difference in the two race regulations.

The following day a Can Am race took place, most European 6 Hour teams also started in this race and adapted their cars to the CanAm regulations (closed bodywork over the rear wheels).

In 1971 privateers entered then-current '71 versions of the Tipo 33 mainly in Interserie and hillclimb events.  The picture above and below show the Austrian Klaus Reisch at the Alpl-Bergrennen, 15 May 1971.

Coppa Collina 1971   Carlo Benelli "Riccardone"  This car is also seen in Part Three of the Autodelta Golden Years story.

1971 / 1972  

The T-33TT3   V-8    

New Car - New Chassis

In 1971 Autodelta chose to test the new chassis in public at several races but only during practice sessions.

The new TT chassis being prepared for a trip to the Alfa Romeo proving grounds "Balocco"...usually covered with a black tarp.  We believe Ing. Chiti might be the person peering out the window wearing a suit and glasses.  The area you see is the inner courtyard of Autodelta 'Inside the Walls' directly leading to the reception desk and Ing. Chiti's office. 

16 May 1971  Targa Florio   The "TT" is publically unveiled here for the first time...shown in Cerda at the Hotel Aurim garage.

Shown above at the Targa Florio... Carlo Facetti and Teo Zeccoli qualified car #1 as the fourth fastest in the entire field but this new TT chassis was withheld by Ing. Chiti as a "Did Not Start".  The team of Nino Vaccarella / Toine Hezemans qualified as "Fastest Time of Day" and finished first ahead of Andrea de Adamich / Gijs van Lennep.  Notice the familiar Autodelta machine shop bus on the left.

30 May 1971  Nurburgring 1000 Kilometers     Once again, the team of Carlo Facetti / Teodoro Zeccoli in car #14 was testing the new "TT" chassis but were officially classified as "DNS" by team orders of Ing. Chiti.

27 June 1971   Osterreichring 1000 Kilometers    Given the 'muletto' designation of 'T2", this chassis tested by Nanni Galli / Henri Pescarolo did not qualify and did not start the race.  Notice the roll bar has been profiled to reduce wind resistance.

Information Relative to the T-33/3  status from Ing. Gherardo Severi’s 

Analysis dated October 1971 

-translated by Autodelta Golden Years staff-

"The last progress made by Autodelta at the beginning of 1971 consisted of the increase of power of the V-8 engine by twelve horsepower at the same engine speed… from 8,500 RPM upwards along with a further increase in the maximum number of revolutions, up to total 10,000, with peaks of 450-460 horsepower. 

"As for the weight of the chassis, the most immediate reference point of around 760 kilos of the beginning of 1969 was lowered to 740 kilos at the beginning of the 1970 season, with a maximum peak of 775 kilos in the Targa Fiorio chassis, allowing for necessary equipment for that particular race.

"Only in the end-of-year versions, significantly modified in the bodywork for Zeltweg and Imola,  a strong lightening program was executed, dropping the overall chassis weight to 635 kilos.   

"Since the 1971 Brands Hatch race with the use of a new gearbox proving to be 10 kg lighter, we were able to reduce the overall chassis weight to 625 kg, therefore realizing 25 kg below the minimum limit imposed on Prototypes in 1972.

"In fact, on the same structure of the monocoque body, an intensive program of chassis ightening was carried out with the increasingly extensive use of titanium for cross members, attachments, springs, bolts, as well as exhausts, connecting rods, etc. 

"With the renewal made of the late 1970s, to which the use of the 13-inch diameter front wheels must be added, there was also a large overhaul of the bodywork, with streamlining of the entire rear part, according to the scheme of the limitation to upper lining for the fenders, and with a newly designed nose, no longer sloping and thin, but more squared off, without headlights (for the races that allow this deduction), less penetrating, yet largely more efficient in the aerodynamic balance of the car, the dimensions have always remained at a wheelbase of 2.32 meters, with slight increases in the carriageways (front 1.41 and rear 1.40 meters) depending on the width of the tires. 

"This also led to slight widening in width of the order of three centimeters with an almost imperceptible influence on the total front section. 

"In previewing the new 1972 FIA regulations for the new project of the TT (tubular frame chassis), with shortened (2240 mm) wheelbase... having in mind the future 12 cylinder engines for 1973 season, on the last 33T3 version successfully tested, and that explains our intention to abandon the monocoque with a preference for a tubular frame chassis made of duralumin, (argon welded), with a structure made mixed by the addition of stiffening panels; hence also the name «TT», which stands for «tubular frame».

"An important fact, in this new construction, is the compactness of the design, its limited dimensions and the more thrust distribution of the weights, with strongly advanced guide.

"In fact, there is a percentage of the weight weighing on the rear wheels of the order of 59%, against 64% of the previous version of the T-33/3, to which is added a strong reduction of the polar moments, with maximum elimination of the cantilever masses, beyond the wheels, both front and rear, because of our design to mount the gearbox inside the wheelbase.

"The last version of 33T3 has a very short wheelbase, about ten centimeters shorter than that of the original 33-3 and a slightly narrower track. Even the bodywork, with new shapes, is more compact and is better resolved laterally, due to the air intakes of the two radiators. The nose of the car is strongly rounded…with almost no air intakes, and its strongly concave shape is due to the need to further increase the deportances, without the use of spoilers".

The Official Press Introduction of the new T-33TT3 at the factory proving ground at Balocco.

9 January 1972  Buenos Aires  1000 Kilometers.   This car driven by Nanni Galli was among four cars entered by Autodelta in Round One of the World Manufacturers' Championship and featured its cars in the same configuration as shown at the Balocco introduction of the new "TT" chassis.   A fifth car of Carlo Facetti / Giovanni Alberti was entered by Mr. Alberti privately.

The combined two teams of Alfa Romeo cars consisted of Nino Vaccarela / Cesare Pairetti and Carlo Facetti / Giovanni Alberti later joined by Andrea de Adamich in the old 33/3 versions and in the new tubular versions was Vic Elford / Dr. Helmut Marko, Andrea de Adamich / Nanni Galli, and Toine Hezemans / Rolf Stommelen.

9 January 1972    Buenos Aires 1000 Kilometers     Vic Elford / Dr. Helmut Marko in car #2  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.

6 February 1972   Daytona Six Hours of Endurance   In this image of the Dr. Helmut Marko / Vic Elford T-33TT3 V-8 notice the roll bar receiving additional flaring.  

Vic Elford / Dr. Helmut Marko 33TT3, shown above, qualified 3rd at Daytona and finished 3rd.

The Peter Revson / Rolf Stommelen 33TT/3 shown at the 1972 Daytona Six Hours of Endurance.

To view more images taken at the Daytona Six Hours of Endurance in 1972 please turn to indexed page  "Interesting Extra Photos". 

18-19 March 1972  Le Mans Testing Session.   In the three images below, observe the roll bar profiling fins and two types of body aerodynamical variations to the tail sections.  The cars are equipped with an air intake on each side for the engine coolant radiators, a longer rear tail section and a small roll bar behind the driver.

Senior test driver for Autodelta.... Teodoro ("Dorino") Zeccoli.

A traditional-sized roll bar is used on this car.

25 March 1972    Sebring 12 Hours of Endurance   The Peter Revson / Andrea de Adamich / Rolf Stommelen 33TT3 car #31 had qualified 3rd on the grid.

Dr. Helmut Marko with Vic Elford pictured here at the 1972 12 Hours of Sebring