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The Alfa Romeo Montreal is a 2+2 coupé sports car produced by the Italian manufacturer Alfa Romeo from 1970 to 1977. With its 2.6-litre fuel injected V8 engine derived from the 33/2 sports prototype, it was the flagship of Alfa Romeo's range in both price and performance.

Concept car
The Alfa Romeo Montreal was introduced as a concept car in 1967 at Expo 67, held in Montreal, Canada. Originally, the concept cars were displayed without any model name, but the public took to calling it The Montreal. It was a 2+2 coupe using the 1.6-litre engine of the Alfa Romeo Giulia TI and the short wheelbase chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone. One of the two concept cars built for Expo 67 is displayed in the Alfa Romeo Historical Museum in Arese, Italy, while the other is in museum storage.

Production version


The first production car was shown at the 1970 Geneva Motor Show. Coded tipo 105.64, the production model was very close in looks to the concept car, but : indeed it used a 2,593 cc 90° dry-sump lubricated V8 engine with SPICA (Società Pompe Iniezione Cassani & Affini) fuel injection, that produced 200 PS at 6,500 rpm. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer; its redline was set at 7,000 rpm, unheard of for a V8 at that time. The rest of the chassis and running gear of the production Montreal was, as it derived from the 105-series coupès: front double wishbone suspension at the front and a live axle at the rear. A five-speed ZF manual gearbox and a limited-slip differential harnessed the V8's power.

Since the concept car was already unofficially known as The Montreal, Alfa Romeo kept the model name in production. Stylistically, the most eye catching feature is the car's front end with four headlamps partly covered by unusual "grilles", that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet. The duct is actually blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster.

The Montreal was more expensive to buy than the Jaguar E-Type or the Porsche 911. When launched in the UK it was priced at GB£5,077, rising to GB£5,549 in August 1972 and to GB£6,999 by mid-1976.

Production
Production was split between the Alfa Romeo plant in Arese and Carrozzeria Bertone's plants in Caselle and Grugliasco outside Turin. Alfa Romeo produced the chassis and engine and mechanicals and sent the chassis to Caselle where Bertone fitted the body. After body fitment, the car was sent to Grugliasco to be degreased, partly zinc coated, manually spray painted and have the interior fitted. Finally, the car was returned to Arese to have the engine and mechanicals installed. It is worth noting that because of this production method, there is not necessarily any correspondence between chassis number, engine number and production date.

The Montreal remained generally unchanged until it was discontinued in 1977. By then, production had long ceased already as Alfa were struggling to sell their remaining stock. Total number built was 3917; none of them were sold in Montreal, Quebec since Alfa did not develop a North American version to meet the emission control requirements in the United States & Canada. A Montreal can be seen in the 1974 movie The Marseille Contract where Michael Caine drives a metallic dark brown example. A careful observer can find a red Montreal in the beginning of the James Cameron movie True Lies immediately prior to the lead character saying "Here is my invitation."

Specifications and performance
The suspension was typical Alfa Romeo: double wishbones with coil springs, double acting dampres and an anti roll bar. At the rear there was The brakes were vented discs on all four wheels, with a dual braking circuit.

The Montreal's 00564 race-derived engine was an oversquare dry sump 90º V8, with a bore and stroke of 80 x, a compression ratio of 9.3:1, and a total displacement of 2593 cc. The engine was all-aluminium, with cast iron inserted sleeves. Four chain-driven overhead camshafts acted directly via bucket tappets on two valves per cylinder, which had a 48º angle and the spark plugs between them to form hemispherical combustion chambers.

The Montreal V8 used SPICA indirect mechanical fuel injection, and electronic capacitor discharge ignition. It produced 200 PS or 230 PS SAE at 6,500 rpm, and 27.5 kgm Nm at 4,750 rpm.

Alfa Romeo claimed a top speed of over 220 km/h. During its road test of the Montreal, published in the August 1972 (number 200) issue, Italian car magazine Quattroruote measured the following performance:

Giulia Sprint GT (1963–1965)

 * Tipo: 105.02, 105.04 (right hand drive). Engine: 00502.

The Alfa Romeo Giulia Sprint GT was the first sports variant of the Giulia to be introduced, and was manufactured from 1963 to 1965. It launched at a press event held at the then newly opened Arese plant on 9 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or "step front", because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by the following features:
 * Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading "Giulia Sprint GT" on the boot lid, and rectangular "Disegno di Bertone" badges aft of the front wheel arches.
 * Flat, chrome grille in plain, wide rectangular mesh without additional chrome bars.
 * Single-piece chrome bumpers; no overriders.

Inside the cabin there was a padded vinyl dashboard characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The larger diameter inner pair were tachometer and speedometer; the outer ones were smaller combination instruments, the left hand one holding oil pressure and fuel level gauges, the right hand one oil and water temperature gauges. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button. Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2.

The Giulia Sprint GT was fitted with the 1,570 cc displacement version of Alfa Romeo's all-aluminium twin cam inline four (78 mm bore × 82 mm stroke, 6.38 L oil sump, 7.41 L radiator), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 106 PS or 122 PS SAE gross at 6,000 rpm. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo. The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. According to Alfa Romeo the car could reach a top speed of "over 180 km/h"; Italian car magazine Quattroruote observed a top speed of 181.935 km/h in its December 1964 road test.

In total 0 Giulia Sprint GTs were produced from 1963 to 1965, when the model was superseded by the Giulia Sprint GT Veloce. Of these 0 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly.

Giulia GTC (1964–1966)

 * Tipo: 105.25, 105.29 (right hand drive). Engine: 00502.

The Alfa Romeo Giulia GTC was a cabriolet version of the Giulia Sprint GT only offered between 1965 and 1966, and built in around 1,000 examples. The car was based on the coupé's body and parts, maintaining the same specifications and performance, with the cabriolet modification being carried out by Carrozzeria Touring of Milan. The GTC (together with the Giulia Super) was introduced to the motoring press at the Monza race track on 4 March 1965, and then made its public debut at the March 1965 Geneva Motor Show.

Besides the convertible top, distinguishing features are the dashboard finished in black instead of grey crackle paint, and a script reading "Giulia GTC" on the boot lid. The 2+2 seating layout was retained. To restore some of the torsional rigidity lost by removing the fixed roof and pillars, Carrozzeria Touring added reinforcement to several areas of the bodyshell. Through the production life of the model, several modifications to the reinforcement applied were made by Touring, apparently in an effort to improve the stiffening achieved. Carrozzeria Touring was in financial trouble when the Giulia GTC was introduced; the company went out of business shortly after production of this model ended.


 * {| class="wikitable" style="font-size:90%; text-align:center;"

! Model || 1964 || 1965 || 1966 || 1964–66 ! Total
 * + Alfa Romeo Giulia GTC, production by year
 * Giulia GTC (LHD) || 106 || 548 || 247 || 0
 * Giulia GTC (RHD) || — || 54 || 45 || 0
 * Giulia GTC (RHD) || — || 54 || 45 || 0
 * Giulia GTC (RHD) || — || 54 || 45 || 0
 * 106 || 0 || 0 || 0
 * }

Giulia Sprint GT Veloce (1965–1968)

 * Tipo: 105.36, 105.37 (right hand drive). Engine: 00536.

In 1966 the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. The launch of the Sprint GT Veloce coincided with that of the brand new Alfa Romeo Spider 1600 Duetto's—which used the same type 00536 1.6-litre engine and rode on a Giulia-derived platform as well: the two cars were introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake. Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features:


 * Badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome "Veloce" script on the tail panel.
 * Black mesh grille with triple horizontal chrome bars.
 * Grille heart with 7 bars instead of 6.
 * Stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets.

Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous grey finish, front seats revised to a mild "bucket" design, and a dished aluminium steering wheel, with a black rim and horn buttons through the three spokes.

The Veloce's type 00536 engine featured modifications compared to the Giulia Sprint GT's type 00502—such as larger diameter (37 instead of 35 mm) exhaust valves. As a result it produced 109 PS or 125 PS SAE at 6,000 rpm, an increase of undefined PS over the previous model, and significantly more torque. According to the manufacturer top speed now exceeded 185 km/h. Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings.

Though the Sprint GT Veloce's replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968. By then total Giulia Sprint GT Veloce production amounted to 0 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits.

Engines
Unless noted otherwise, DIN rated horsepower and torque is given.


 * Notes
 * * SAE rated

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Engines
Unless noted otherwise, DIN rated horsepower and torque is given.


 * Notes
 * * SAE rated

Models
Note: chassis and engine type numbers displayed in italic for each model are sourced from Fusi 1978, pages 841–848.

Giulia TI

 * Tipo: 105.14 (LHD, column shifter), 105.08 (LHD, floor shifter), 105.09 (RHD, floor shifter). Engine: 00514.

Unveiled on 27 June 1962 at the Autodromo Nazionale Monza, the Alfa Romeo Giulia TI was the very first of the Giulia family of cars to be introduced. Its 1,570 cc Alfa Romeo Twin Cam engine was fitted with a single Solex 33 PAIA 7 twin-choke down-draft carburettor, and produced 92 PS or 106 SAE-rated PS at 6,200 rpm. The "TI" nomenclature referred to a class of Italian saloon car racing known as "Turismo Internazionale", and had previously been applied to higher-performance versions of the 1900 and Giulietta saloons in the 1950s. However, for the Giulia saloon, the TI was at first the only version available, and later, with the introduction of the TI Super and Super, the TI became the base version in the 1.6-litre engine class. A distinguishing feature of the original Giulia were drum brakes on all corners, the front ones of the three-shoe type like on late Giuliettas; four-wheel Dunlop disc brakes and a brake servo were phased in during August 1963, after 22–23 thousand cars had been built. The car was marketed as a six-seater, thanks to a standard column-mounted shifter and a split bench front seat—though Italian car magazine Quattroruote found it rather a comfortable four-seater. Other notable interior features of the early models were mottled cloth and vinyl upholstery, a grey, trapezoid instrument panel including a strip speedometer, and a black steering wheel with two ivory-coloured spokes and a chrome half horn ring.

In May 1964 a floor shifter became available (chassis tipo 105.08), to be ordered solely in conjunction with the newly introduced separate front seats. Around the same time a right hand drive model variant entered production (tipo 105.09), with floor shifter only. In February 1966 several changes were made. The floor shifter became standard; the interior received new seats, a new dashboard with triple round instruments (two large ones and the smaller fuel gauge in the centre) in place of the strip speedometer, and new door cards. From outside these later TIs can be recognized by L-shaped chrome strips around the tail lights which supplanted the previous C-shaped ones. Production of the Giulia TI ceased during 1967; it was replaced by the Giulia 1600 S as the entry-level 1.6-litre model.

Giulia TI Super

 * Tipo: 105.16. Engine: 00516.

The Alfa Romeo Giulia TI Super was a special road-going sports model produced in limited numbers, fitted with a more powerful engine and a number of weight saving components, and intended for racing use. It was introduced to the press at the Monza race track on 24 April 1963. In total only 501 were made, 178 in 1963 and 323 1964. On 2 May 1964 the TI Super received international FIA and Italian CSAI homologation for racing, and was then extensively campaigned in the European Touring Car Challenge. Today the Giulia TI Super is rare and considered very desirable by collectors.

The TI Super's 1,570 cc engine was the same installed on the Giulia Sprint Speciale coupé—though bearing a different type code. It was fitted with two twin-choke horizontal Weber 45 DCOE 14 carburettors and, as on the Sprint Speciale, produced 112 PS or 129 SAE-rated PS at 6,500 rpm, pushing top speed to over 185 km/h. Dry weight was 910 kg compared to 1000 kg of the standard Giulia TI. Parts contributing to the weight reduction were mesh grilles replacing the inner pair of head lamps, bumpers without overriders, fixed front quarter windows, Plexiglas rear windows, and magnesium alloy wheels with hubcaps, very similar in appearance to the standard steel wheels of the TI. Braking was by discs all around, although the first cars used drums. Cars built from August 1964 used the bodyshell of the TI with mounting points for the brake servo, but were never fitted with one. On the inside both the gear shifter and the handbrake lever were moved to the floor. The TI's instrument cluster with its strip speedometer was replaced by a three-instrument binnacle comprising speedometer, tachometer and a multi-gauge instrument (fuel level, water temperature, oil temperature and oil pressure). The steering wheel was a three-spoke aluminium lightweight item with centre horn button. Front racing-type bucket seats and safety belts were standard, while the heater, door armrests, the grab handle in front of the passenger, the glove box lid, and ashtrays were deleted. Visually the Giulia TI Super was made immediately recognizable by green quadrifoglios (four-leaf clovers) on the front wings and tail panel, and "Giulia TI Super" scripts on the engine bonnet and tail. All cars produced were painted white, save for two examples—one red and one grey.

Contrary to popular belief, the Giulias used by the Italian police forces (the Pantere of the Polizia di Stato and Gazzelle of the Carabinieri) were not tuned TI Supers but rather standard models; early ones were fitted with mesh in place of the inner headlights like the TI Super simply to make the siren mounted behind sound louder. Only two TI Supers were actually owned by the Polizia, and used at the police schools of Nettuno and Cesena.



Giulia 1300

 * Tipo: 105.06. Engine: 00506.

The Giulia 1300 marked the Giulia's entry in the then crowded 1.3-litre class, and featured simplified trim and equipment. It was introduced on 11 May 1964 at the Autodromo Nazionale Monza and produced until 1971, in left hand drive only. At first the Giulia 1300 was sold alongside the slightly cheaper Giulietta TI, the last of the outgoing 101-series Giulietta saloons, in its last year of production. In fact the Giulia used a twin cam engine derived from the Giulietta TI's. Equipped with a single Solex 32 PAIA 7 down-draft twin-choke carburettor, this updated 1,290 cc four-cylinder produced 78 PS or 89 SAE-rated PS at 6,000 rpm. Top speed was 155 km/h. A four-speed gearbox with floor change fitted as standard; the 1300 would remain the only Giulia model not fitted with a five-speed gearbox. Braking was by discs all around, without a servo at first, later with a servo.

Visually the 1300 was distinguished by a new grille design housing single instead of twin head lamps, rectangular side repeaters without ornamentation, and all-metal hubcaps. It also did without bumper over-riders, most pieces of exterior chrome trim, and rear back-up lamps. Inside dashboard and steering wheel came from the TI (though the latter was all-black), there were rubber mats instead of carpets, and several convenience features such as the passenger grab handle and rear ashtrays were omitted. In September 1967 the Giulia 1300 was updated, adopting a black mesh grille with three horizontal chrome bars, the vertical louvres at the base of the windshield first seen on the Giulia Super, the second series Giulia TI three round instrument dashboard, and the 1300 ti's three-spoke steering wheel.

Giulia Super

 * Tipo: 105.26, 105.28 (RHD). Engine: 00526.

The third Giulia model, the range-topping Giulia Super, was introduced to the press at the Monza race track on 4 March 1965, and then to the general public at the Geneva Motor Show the same month. Unlike the stripped-down, racing-oriented TI Super which it apparently replaced, it was intended as a higher performance and better appointed companion to the Giulia TI. The 1,570 cc engine which had debuted with the Giulia was now fitted with two horizontal twin-choke Weber 40 DCOE or Solex 40 PHH/2 carburettors; engine output was 98 PS or 112 SAE-rated PS at 5,500 rpm, for a top speed over 175 km/h.

A distinctive feature of the original Giulia Super are gold-coloured Alfa Romeo badges applied to the C-pillars, leading to the model being known amongst enthusiast as Bollo d'oro (golden seal) to distinguish it from later iterations. From outside a number of differences distinguished the Giulia Super from the earlier models. Up front there was a taller grille hearth made of two pieces, the upper one attached to the bonnet. The ventilation louvres at the base of the windshield were vertical, grouped in six rows groups of nine, instead of horizontal as on the original Giulia TI and 1300. At the rear there was a cursive "Giulia Super" script, and the tail lamps were larger and devoid of chrome trim. Bright trim was instead applied underneath the door sills, and the hubcaps were of a new design. In the cabin there was an all-new dashboard with two large round instruments (speedometer and tachometer) flanking a clock, a wood fascia, and a sportier steering wheel with three aluminium spokes and centre horn push, similar to the one seen on the TI Super. All-around disc brakes with servo were fitted as standard from the outset. In September 1967 the Super adopted a restyled front grille, composed by a black mesh background with five horizontal chrome bars joining the lamps with the centre shield; 1.3-litre models were given a similar treatment, but with three bars instead of five and single headlamps. The steering wheel was now three spoke, aluminium and dished.

In January 1969 a round of improvements were made, typified by the replacement of the golden emblem on the C-pillar with the serpent crest of the Sforza family—hence the Biscione epithet given to this "series 2" Giulia Super. The hydraulic clutch actuation with diaphragm spring, rear anti-roll bar, alternator in place of the earlier dynamo, and a revised AR00526/A engine, which raised output to 102 PS or 116 SAE-rated PS. Wider 165 SR 14 tyres became optional. larger external door handles, In the cabin there was a deep dish steering wheel with horn push on all three spokes, new anatomic front seats, individual rear seats with folding centre armrest, and new door cards. The oil pressure and water temperature gauges were moved to a separate binnacle under the dashboard, in front of the gear lever. In January 1971 more updates brought dual-circuit brakes, centre-mounted handbrake lever to replace under-dash "umbrella handle", and, on left hand drive models only, top-hinged pedals.

In April 1972 the Giulia Super became the Giulia Super 1.6.



Giulia 1300 ti

 * Tipo: 105.39, 105.40 (RHD). Engine: 00539.

The Giulia 1300 ti was a sprightlier and better finished offering in the 1.3-litre displacement class, launched in February 1966 and built until 1972. A right hand drive version was made from 1966 to 1970, when it was phased out in favour of the richer 1300 Super.

1,290 cc engine with single twin-choke down-draft carburettor, 82 PS or 94 SAE-rated PS at 6,000 rpm. Top speed was 160 km/h.

basically that of the sportier GT 1300 Junior coupé with different camshaft timing (but the same camshafts) and induction system. Five-speed gearbox. Three-spoke bakelite steering wheel with plastic horn push covering the centre and spokes. Dashboard initially with strip speedo like that of the TI. For 1968, updates included a dashboard based on that of the Super, but with a simpler instrument binnacle, still featuring two large round instruments (speedo and tacho) and a separate fuel gauge, and the same suspension, wheel and tire updates applied to the Giulia Super in the same year. For 1970, updates included dual-circuit brakes, centre handbrake, larger external doorhandles and top-hinged pedals (on left hand drive cars only), again as applied to the Super for that year.

Giulia 1600 S

 * Tipo: 105.85, 105.87 (RHD). Engine: 00585.

The Giulia 1600 S was introduced at the 1968 Turin Motor Show. Positioned between the 1300 ti and the Super, it was a more affordable 1.6-litre model, better suited to long-distance highway driving than the similarly priced 1.3-litre 1300 ti. Fitted with a variant of the single-carburettor 1,570 cc engine, producing 95 PS or 109 SAE-rated PS at 5,500 rpm, it could reach a top speed of 170 km/h. Equipment and trim were akin to the 1300 ti's, from which it was only distinguished by model badging and by an unique front end, which paired the quadruple headlamps of the TI Super with the three-bar grille of the 1.3-litre cars. The last cars from 1970 featured the top-hinged pedals, centre handbrake and dual-circuit brakes as for the Super and 1300 ti. Total production amounted to 2,215 examples: 332 were built in 1968, 1,600 in 1969 (including 3 right hand drive ones), and 283 in 1970.



Giulia 1300 Super

 * Tipo: 115.09, 115.10 (RHD). Engine: 00530.

The Giulia 1300 Super was introduced at the 52nd Turin Motor Show in November 1970. Like the 1600 Super, it was the top of the range for its displacement. It was fitted with the same type 00530 engine as the GT 1300 Junior coupé. With two twin-choke horizontal carburettors, the 1,290 cc inline-four produced 89 PS or 103 SAE-rated PS at 6,000 rpm. Top speed was over 165 km/h. Many recently introduced features of the "Biscione" 1600 Super—such as dual-circuit brakes, alternator, larger door handles, centre-mounted handbrake lever, and height-adjustable had lamps—were incorporated on the 1300 Super from its inception. The interior carried over seating and dashboard from the 1600 Super, albeit without rear armrest and provision for a radio, and the 1300 ti three-spoke steering wheel. This model did not undergo significant changes, as already in 1972 it was rationalised into the Giulia Super 1.3/Giulia Super 1.6 range.

Giulia Super 1.3 and Giulia Super 1.6


In April 1972 the Giulia range was rationalised to a single model available with two engines. The Giulia Super 1300 (Tipo 115.09, 115.10 RHD) and the Giulia Super (Tipo 105.26, 105.28 RHD) were re-released as the Giulia Super 1.3 and Giulia Super 1.6; the Giulia 1300 ti was discontinued. Equipment, interior and exterior trim was identical for the two Super models, now differing only in engine size (1,290 cc and 1,570 cc), final drive ratio, and badging on the tail. This standardisation meant an increase in features for the 1.3-litre car over the previous 1300 Super, while the 1.6-litre Super lost some of its accoutrements—such as moquette carpeting, replaced by rubber mats. Distinguishing features of the 1972 Super are small Alfa Romeo badges on the C-pillar, smaller hubcaps with exposed wheel nuts, new larger tail lights, and the deep dish steering wheel of the earlier Super, with a wood horn button in addition to the wood rim.

Giulia Nuova Super
In 1974 the Giulia saloon range was updated for the last time, as the Giulia Nuova Super, introduced to the press in June 1974 in Fonteblanda (Grosseto). From a mechanical standpoint the Nuova Super differed little from their Giulia Super predecessors, and bore the same type codes with an "S" suffix; however both interior and exterior were significantly revised. The front end was restyled drawing inspiration from the Giulia's upmarket relative, the 2000 Berlina: a rectangular full-width black plastic grille carried four equal diameter head lamps, linked by single chrome bars to a wide Alfa Romeo centre shield. The boot lid and engine bonnet were now flat, without the centre depression characteristic of the saloon since its inception. Plastic over-riders protected new thinner bumpers; the rear one extended almost up to the aft wheel openings. The interior received better fittings: new seats with optional height adjustable headrests and the return of moquette floor carpeting were the most significant ones. The two auxiliary instruments, two ventilation vents, ventilation controls, ashtray, and electrical switches were now all grouped in a steep wood-grained console which flowed down from the dashboard to the transmission tunnel. The main instrumentation faces were changed from black to blue, and the lower half of the dashboard fascia and horn button on the steering wheel to black instead of wood.

As before the car was available with a 1.3-litre or a 1.6-litre engine, as Giulia Nuova Super 1300 and Giulia Nuova Super 1600, still identical in trim and equipment. Engine: output and top speed were unvaried, at 89 PS DIN (103 SAE-rated PS) and 165 km/h or 102 PS DIN (116 SAE-rated PS) and 175 km/h respectively. Production of the Giulia Nuova Super—and of the Giulia saloon altogether—ceased in 1977, no less than fifteen years after the Giulia TI's launch, when it was finally replaced by the new Alfetta-based Alfa Romeo Giulietta.

Giulia Nuova Super Diesel

 * Tipo: 115.40. Engine: 108U.

Introduced in June 1976, the Giulia Nuova Super Diesel became the first ever diesel engined Alfa Romeo passenger car. Its was fitted with a naturally aspirated Perkins type 4.108 1,760 cc four cylinder, the same engine used on the Alfa Romeo F12 van. With an output of 55 PS at 4,000 rpm and a 138 km/h top speed, the diesel version was the slowest of all Giulias. In total 6,537 examples made up to 1977.

Alfa Romeo Giulia and derivatives (105 and 115 series) timeline

 * 1962 Introduction of the new 105 series Giulia TI.


 * 1969 The Twin Cam engine is bored and stroked to 1,792 cc


 * 1993 Production of the last of the 115 series, the fourth series Spider, ends. The last hundreds are sold during 1994.

GTA-SA
The Alfa Romeo Giulia GTA-SA (sovralimentato, Italian for "supercharged") was a supercharged racing version of the Giulia GTA, built in 10 examples between 1967 and 1968. It was developed for Group 5 (special touring cars) class races, held mainly in Great Britain, France and Belgium.

The GTA's twin-cam, twin-spark 1,570 cc engine produced 250 PS at 7,500 rpm. The forced induction system consisted of two parallel centrifugal superchargers blowing through two twin-choke carburettors. Each compressor was driven by a coaxial hydraulic turbine, oil pressurised by a pump, chain-driven by the engine. T and a water injection system completed the system.

The GTA-SA was built for FlA Group 5 racing in Europe and it won first place overall in the Hockenheim 100 mile endurance race in 1967 in the hands of the German driver Siegfried Dau. In the Netherlands, Rob Slotemaker and Nico Chiotakis also drove GTA-SA.