Verdant Vermont, poised for fall but summer holding its ground, is to thank for today's featured vehicle. This Alfa Romeo 2000 Berlina looked too good under the cloudy skies and walls of trees in its for sale shots to pass over. We can just imagine the exhaust crackle bouncing off of the hills on a jaunt through hill and dale on the way into a sleepy New England town.
These Berlinas were meant to top the Alfa Romeo range of sedan offerings. Longer and smoother than the Giulia they are positioned above, the Berlina has a reputation for being a bit less engaging than the Giulia when the rubber hits the road. We'd recommend driving one before turning your nose up - maybe the smoother styling is worth a small reduction in driving enjoyment to you!
I was reminded of the GT Junior earlier this week when I was out picking up parts for my project from north of the Alps. The man working the VW warehouse I was visiting saw my Verde and offered the GT Junior as his favorite Italian car of all time. As the story went, he used to admire the green example that his neighbor spent a lot of time waxing in their Detroit driveway in the 1970s.
It's fun to imagine what the modern take on a GT Junior would look like. Let's pretend for a moment that Alfa had the cash to actually go through with the Giulia GTV - yeah, they announced it as a future product, but we'll believe it when we see it. So, if the GTV magically appeared on the streets, how would we make a Junior version of it? We'd probably power it with something like the 1.3L GSE powertrain found in the newer Jeep Renegade and Fiat 500X. There, it's good for 177hp in top trim, which seems to be just about right for an entry-level coupe. We can't think of a current 6-speed manual from the FCA parts bin that would make sense for this RWD application, so just use your imagination there. As for wheels, would silver 16" steel wheels look out of place? We think they'd work.
eBay is down this morning, so we took a look at what is currently available on the Italian classifieds. Italian sellers are wise to the worldwide interest in Italian cars that were once outdated and obsolete, and optimistic pricing abounds as a result. On the one hand, it can act as a barrier to entry for some enthusiasts, but on the other hand, the strong pricing has ensured the survival of some unique vehicles without a storied past. For example: today's 1983 Alfa Romeo Alfa 6.
The Alfa 6 is largely based on the Alfetta chassis, adding length and wheelbase to that vehicle's torsion bar double wishbone front and DeDion rear suspension. It shares a rear-mounted transaxle with the Alfetta with LSD as standard, and maintains the Alfettas inboard rear brake configuration. Its namesake V6 engine displaces 2.0L in this tax-avoidance model aimed at the Italian market. 2.5L versions saw the use of a Bosch L-jet fuel-injection system after the 1983 refresh, though the 2.0L versions kept the carburetors of the early cars. An odd feature of the refreshed cars is the Bertone logo on the C-pillar, added when Bertone updated the styling of the cars.
The Berlina was introduced in 1968, 6 years into the Giulia's run. It was offered alongside its short-wheelbase sibling until 1977. Mechanically very similar, the Berlina sports more staid styling in comparison to the creases and bulges on the Giulia. All things equal, we'd take a Giulia over a Berlina anyway, but the reality is that a good Berlina fetches far less money than a Gulia in similar shape.
We make a trip to rural Illinois every summer, usually in the Milano Verde or the Maserati, to see our friend Andrew and check in on his German cars. Invariably the Milano and Andrew's 1991 BMW 535i are lined up to see who has the edge on acceleration. Even after building up a hot 3.0L Busso V6 with higher compression pistons, hotter cams, and ported heads, we have failed to keep up with the Bimmer.
Today's Alfa 90, or Novanta, would be a closer competitor to our friend's 5-series in terms of passenger space, but would stand an even worse chance of embarrassing the 5er in a straight line. Clean lines come courtesy of Marcello Gandini at Bertone, and the underpinnings - torsion beam front suspension, rear-mounted transaxle and DeDion rear suspension - are largely shared with the Giulietta, just like in the Milano / 75. The Quadrioglio Oro models like this one share their 2.5L Busso V6 with the Milano too.
The Dino Coupe sits in goldilocks region of the 1960s Italian 2+2 spectrum. Focusing on engine offerings, the spectrum runs from the 4-cylinder Alfas, to the V6 Dino Coupe, to the V8 Maseratis, to the V12 Ferraris and Lamborghinis. The body aspires to a Ferrari shape, missing only with the large greenhouse, and the small-displacement, revvy engine could be described as a scaled-down Ferrari unit.
But these Fiat Dinos stand on their own, Ferrari association or not. The shape is near-perfect, almost like an Italian take on the Mopar fastbacks from the same time period. It concedes some drama to its Fiat Dino Spider sibling, resorting to a more subtle approach to the front-end treatment. The design doesn't make a big splash at first glance, instead making a case for itself with each subsequent examination.
Our 1984 VW GTI is still unmatched among all of the cars we've owned. A German hot hatch in a sharp Giugiaro suit, ours was a US model built in Pennsylvania. We drove it clear across the country with a 90hp under the hood and a trunk full of tools.
We aim to keep on theme with the whole Italian car thing, so instead of sharing a GTI, let's take a look at this 1980 Autobianchi A112 Abarth. A supermini with more in common with the VW Polo than the Golf GTI, the A112 relies on a 70hp 1050cc four to hurl it down the road.
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Year: 1980 Model: Autobianchi A112 Abarth Engine: 1050cc 4-cylinder Transmission: 5-speed manual Mileage: 19,398 Price: $24,999 Location: San Lorenzo, CA
I'm selling my 1983 Autobianchi Abarth with only 19000km (11000 miles)! This car is still like new! These car had great success from 1971-86 in Hill Climbs and Rallies. This example is the last and most desirable series A112 produced. It has a 5-speed manual gearbox. Power was increased from 58hp stock to 70hp stock in the Abarth trim as shown. The car has a special Ferrari ANSA muffler exhaust system and special, rare Campagnolo alloy wheels made famous on Lamborghinis and other super cars of the day. This car runs exceptionally well and is very peppy and quick and a joy to drive. This car has it's original engine and is matching numbers. The black, original paint looks great and there is absolutely zero rust or corrosion anywhere. It has always been stored in an indoor collection that was inland and away from the ocean. The upholstery is all-original and in exceptional condition for being almost 40 years old. There are no rips, tears or stains and it has never been smoked in which is extremely rare for an Italian car! The car was brought in to Long Beach, CA from Italy in 2018 as a Fiat since these car were never offered in the United States. This car is sold with a clean, Montana title and is currently located in the San Francisco Bay Area in California. The glass is all-original, the rubber and plastics are in near perfect condition. The tires are new and a recent tune-up was just preformed. It has won "Best In Show" at several local car shows. This car needs nothing but a new owner. A beautiful example to add to your collection. I can assist with shipping worldwide from the Port of Oakland and it is able to re-enter Europe with no problem being that it has already been cleared through customs less than two years ago. It's only $1300 to Rotterdam and about the same on an open carrier to the East Coast. This is your chance to own and extremely rare and collectible car. One that you will probably never see again in the states. There are a lot more pictures available on request of this beautiful Italian machine! Please take a minute to click on the video links and see this car in action! This is an AS-IS sale with NO Warranty expressed or implied. Good luck and thanks for looking!
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US buyers will have their work cut out for them when it comes to servicing, even if they take it upon themselves to keep the vehicle on the road. The lack of Autobianchi parts in the US will hurt to begin with, but the Abarth-specific parts will really prove difficult to source.
We can't get on board with the price, though we haven't driven one, so what do we know? Sound and fury of the Abarth grade aren't readily available in the US, so maybe the seller is onto something. For those deterred by the large ask, nabbing a clean MK1 GTI wouldn't be the largest betrayal of classic Italian enthusiasm.
Hopefully our loyal readers are aware by now that our 1970s Gandani preferences lie with the Lamborghini Urraco. Gandani did not limit himself to a single wedge, though. His preferred form appeared in not only in the mid-engined Miura, Urraco, and Dino GT4, but also, to a lesser extent in front-engined GTs, such as today's Montreal.
We've touched before on the fact that the 2.6L V8 in the Montreal makes use of some proven engine development from the Nord 4-cylinder cars from Alfa Romeo. Compared to the later Busso V6, the Montreal's V8 features two camshafts per cylinder head, and benefits from the port angles that made the 1300cc Alfa Nord engines so successful. 197hp out of a 2.6L is very impressive for Montreal's era.
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Year: 1973 Model: Alfa Romeo Montreal Engine: 2.6L V8 Transmission: 5-speed manual Mileage: 57,553 Price: $98,500 Location: Huntington Station, NY
1973 ALFA ROMEO MONTREAL: --Orange, Black interior with Beige cloth inserts, Black dashboard, Grey carpeting, Restored, Serviced, 92,000Km/57,000 miles, 2.6 Liter V8 engine, 5-speed manual gearbox.
The Montreal is one of the most sophisticated and striking post-war Alfa Romeo production cars. It uses a detuned version of the quad-cam, fuel-injected, dry sump V8 used in the legendary Tipo 33 prototype racecar. The Montreal has a Spica mechanical fuel injection system, a five-speed ZF manual gearbox, front independent suspension, a live rear axle with coil-spring suspension, four-wheel disc brakes and a chassis derived from the iconic 105-series cars. Designed by Bertone, the Montreal was wide and low with a shark-like nose extending through a curved fender and shoulder haunches into a truncated tail. The headlight “blinds” and stacked horizontal vents on the C-pillar were rather attractive and very futuristic at the time. The V8 produces 200bhp taking only 7.1 seconds to get to 60mph and reaching 140mph back in 1971! Besides its stunning looks, the Montreal is practical with a 2+2 seating configuration and a full trunk enclosed by a glass hatchback.
This Montreal was sold new to its first owner in The Netherlands in February 1973. It was reportedly with the original owner until 1989 when sold to its second owner also in The Netherlands. History resumes in 2017 when acquired by its next custodian. This owner entrusted Italclassic of Alicante, Spain to carry out restoration work. This included refinishing the exterior in orange, refreshing the interior, tuning the fuel-injection system, and installing a new exhaust system and jacking points. In 2018 Alfa Romeo specialist, Sam Van Lingen of the Netherlands, installed new fuel injectors and set the valve clearance. The Montreal also received new fluids, filters, and hoses along with an upgraded water pump.
The Montreal was then sold in 2019 and imported to its previous owner in California.
A truly iconic sports car, this Alfa is comfortable, yet dialed in for around-town or long highway cruising. A recent road test attests to the car performing excellent in every way and it is ready for immediate use and enjoyment. The engine pulls extremely well with plenty of horsepower and torque, the mechanical injection is set up properly and the gearbox and clutch feel as new. Over the years we have owned several Montreal’s, this is one of the finest in all areas.
With just 3,925 examples built between 1971 and 1977, this Montreal is both rare, exotic and a lot of fun to drive and worthy of a place in any collection. This Montreal is complete with its original service book, original Netherlands registrations, spare tire and recent service records.
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The tidiness of this car is pretty appealing. With so many risky design concepts in the interior, any deterioration can lend to a really sad state of health, which this car seems to avoid well. The very 1970s design of the cockpit shows well and loses very little fidelity in transmitting the designer's original vision.
At the almost $100,000 asking price, we start to lose interest in the Montreal. Our money would go to something from Lamborghini, were we shopping GTs from this era. As far as Montreals go, though, this looks like a good buy.
Peter Egan's project car cardinal rules begin with a firm warning: never buy any car that was disassembled by someone else. Today's Dino was disassembled by someone else.
An earlier Dino, this example is (was?) powered by the first iteration of Lampredi's Dino V6. That means 2.0L of displacement and an aluminum block, compared to 2.4L and a cast iron block on the later cars. The sleek body and the 158bhp output were good for a top speed of around 130mph.
This FIAT DINO COUPE is a solid project car. ALL THE METAL WORK IS DONE this one is ready to be assembled. It comes with a plethora of new old stock parts, several components have already been restored, way too many items to list!! Comes with all of its original components (engine, transmisssion, differential, suspension, brakes, body harness, dashboard, door panels, seats, everything!!!
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The teardown on this example reveals a clean body, no doubt. How much metal work was required to achieve this state, we can't say. And how well the metal work was performed is another mystery. No fans of bodywork ourselves, we can see the appeal of buying one with the metal all taken care of and ready for assembly.
With this car, you must choose between trusting the seller's work, or redo the work yourself. Take for example the exhaust - was rust removed fully, and will the new paint or coating stand up to heat? It certainly looks nice on the surface, but this and all similar work must be verified. That said, if the work tends to be of high quality, and the car is complete, original, and without accident history, we can see this as a relative bargain, should the buyer assemble the car at home.
Bearing the name of the torero, is the Espada to be interpreted as the Lamborghini to end all Lamborghinis? To us, it just seems like a Jarama that likes to party. And drive people to parties. It does have room for two behind the front seats, after all.
We have a suspicion that the more traditional bodystyle of the Espada made for more straightforward assembly than was the case for the Miura. And, given Lamborghini's difficulty in meeting Miura demand at the time, it's conceivable that many parties interested in Miuras made it out of the sales office with an Espada instead.
1971 Lamborghini Espada Coupe this is one of the most original Lambo's you will ever find. The car is all original and has 9,229 original miles. The car has been off the road since 1976. The car was purchased and cleaned up no paint or body work was performed. The car does run very well all the Webber carbs have been rebuilt. The car will need brake and clutch work to be an everyday driver.
if you have any questions please give me a call 9016520106 thanks AL
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No need to tiptoe around the fact that this car has sat since 1976; hibernation is essential in some species, but 43 years is pushing it. Everything will require attention on this car, although the seller does mention that the car runs very well with its rebuilt Webers, no small feat on a 6-carb mill. Fortunately, the seller has also taken the liberty to clean up the car, and the result is really impressive - more of a barn find than a case of neglect, for sure.
Sometimes project cars present the opportunity for the dedicated tinkerers among us to get into something we might otherwise be priced out of. In this case, the cost of refreshing this Espada might very well exceed the cost of purchasing one in a more drivable state. Espada experts: please prove us wrong, and enjoy the project!
