max_pershin
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It's funny but the more I know about Alfa, the more some cars make nonsense Like this Alfasud Spider. The original intent of Alfa Romeo in very early 70s was to produce about 500,000 cars per year (250 Alfa Nord and 250 Alfa Sud). So the company wanted to discard all Giulia related engines and platforms by 1974 an substitute the lower displacement cars by Alfasud (up to 1300cc) and Alfetta (from 1360cc) platforms. The direct heir of Spider Duetto / Coda Tronca supposed to be Alfasud Spider but with the 1600cc engine. The fuel crisis and unions changed the plans, the model line development was delayed by 2 years, but strategically in the heads of the Alfa Romeo / IRI management the production targets remained the same. They clearly thought that any crisis is temporary and they need to be prepared for the better time and invest even more than before. So IRI continued to think using the old targets and this Alfasud Spider was in the production plans till 1975. The model actually has never been mentioned in short term production plans (1-2 years) despite that Alfasud Sprint, the same niche model, was scheduled. Eventually in May 1976 IRI understood that future isn't bright and adjusted production plans of Alfasud from 1000 cars per day to 750. Alfasud Spider was still mentioned as possible model for 1976/1977 but it was the last time, so the project was forgotten. Now I have a question to @PaoloGTC, when the spy photo was made?
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It's strange. Nivomat shock absorbers are passive, not electronically adjusted.
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You might be right. By the owners manual it is ZF RDU-230-LSD,the same as at Q2
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It's still electronically controlled differential. Look at part#11, it is the electronic control unit, the same that has been used in Stelvio/Giulia QV previously. But the differential by itself is a new unite, at least the part number is new and applied only to QV 2023
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Greetings from 1997
At some point of time (1997-1998) 2.0 HF HPE was the most powerful (193 HP, 29.6 kgm) and the most technological car (Viscodrive LSD and electronically controlled dumpers) of the segment C in Europe. All of the GSi, GTI, QV names were one level below, nobody could compete with 2.0 HF HPE (225 km/h). The same level of performance and technology was achieved by VW Golf almost 20 years later (GTI Mk7) with 2.0 Turbo and performance pack with Haldex VAQ LSD and electronical dumpers. This is the performances of the 5 door version with 186 hp engine, the most impressive was the ripresa in V from 70 to 120, it was probably the fastest car available at the market of any segment! For comparison Delta Integrale 16v did it in 13 seconds, Celica 4WD Turbo in 14.7 sec, Maserati 3200 GT in 13.1 sec, Calibra 16V Turbo in 14.9 sec I found only two cars that could do it better, Quattroporte 3,2 V8, in 11 sec and 155 Q4 in 10.5 sec i
By Antonio Castellana 7/ Timing, dates, roles and dynamics in the design and genesis of the es30. The es30 is the last Alfa Romeo. It officially represents the passage of the brand under the control of Fiat. An event already announced, and for this very reason even more dramatic for the milanese car manufacturer. I was a seventh level employee of Fiat and I worked for the "Innovative Design and Research" dept. In a room next to that of the head of the Style Center, Maioli, with whom I had agreed on the name of a new sector that... did not exist because, as a mere seventh level, I couldn't be in charge of it. It was he who gave me the task to create a design proposal in competition with the project of the Zagato brothers and with that of De Silva, a stylist I had previously met at the I.DE.A. institute, and who later moved to Alfa on mandate of Ghidella. I was the team. But, in the meantime, the executive Opron had been called upon to fill the vacancy of manager at the "Innovative Design and Research" dept.. I had only six months to get the engineered prototype, ready for production. The first chassis I worked on was the GTV one. I drew the first shape plan on June 15, 1987 and the pencil renderings with the perspective views on June 18, 1987. Maioli showed everything to Gianni Agnelli who said he was enthusiastic. A change of chassis was decided: that of the 75 was chosen, a sedan. A new form plan and, from that moment on, it was a hellish nightmare, a fight to the death, travelling between Turin, Milan, Piacenza and Terrazzano di Rho without a break. It is the story of the disappearance of a car manufacturer of great historical importance, and I found myself right in the middle of it.To be honest I think the project was done before 1986, probably in 1982-83. In the IDEA brochure it was described as a project for a multi-shape vehicle developed by IDEA for Alfa Romeo. The engine and mechanics came from the Alfasud. It was designed for young people to use in town, on the beach or in the countryside. Built on the flat platform the Barbie vehicle can change shape using easily made materials at low cost. Also the patent (by Alfa Romeo Spa) of the flat chassis was registered on February 13th of 1986. It means that the flat chassis was developed long time before the application date. This low-res picture from the brochure shows the flat chassis and two variants of the car, both designed by IDEA. IT1188372B.pdf
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