Alfa Romeo
- Iniciador de tópicos lss911
- Data de início
cuoreSportivo
New member
Um carro com tantos anos e continua um assombro, na minha opinião, claro... é pena a azeitice, mas pronto, perdoa-se [
]Por falar em 75.... alguem aqui tem um?
Estou prestes a adoptar um 75 TS e gostava de saber se alguem daqui tem um. Ou se não tiver, para me dar algumas luzes das limitacoes dinamicas da maquina....
Pelo que li para a altura era muito competente.
Embora ate hoje so tenha tido carros do dia a dia de traccao traseira,todos eles tinham uma filosofia diferente deste alfa....
Se puderem dar feedback agradeço.
Obrigado.
darkwings
Well-known member
Já conduzi muitas vezes um 1.6, e o TS, já cheguei também a conduzir alguns dias. Vou falar do TS: O motor tem uma disponibilidade fora de série, puxa quase desde o ralenti até ao red-line. O chassis é uma delicia, super-equilibrado, agora, muito cuidado com as provocações. O TS tem auto-blocante de origem, numa rotunda a saída da AE, perto de minha casa, aliado a pneus de fraca qualidade, aliado a chuva, numa 2ª velocidade, bastou acelarar um bocado e fiquei logo virado ao contrario. Como era tarde da noite, ainda andei uns minutos a brincar, e o carro era uma delícia! Sei que estava com um sorriso parvo na cara quando saí do carro.[
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Fahrenheit
Banido
75 foi o último de uma linhagem fascinante.
RWD, caixa traseira, travões inboard, "LSD"... distribuição de pesos correcta... condução exemplar [br]
Então com este menino instalado à frente:
[br
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MadDragon
New member
Tem o Levezinho, mas é o 1.6 carburado.
O melhor conselho que te posso dar no ínicio é: tem cuidado.
Por norma o excesso de confiança no 75 dá barraca.
É um automóvel que é uma excelente escola de condução, divertidissimo, prazeiroso, mas no inicio convém ir para zonas mais calmas e livres para se tentar domar o animal.
Quando provocado, ferra.
De resto já foi dito.
O motor é o típico bialbero Alfa Romeo, muito redondo, elástico e de sonoridade viciante.
Os travões são jeitosos, mas muito longe dos padrões actuais.
O pisar de estrada é soberbo e, com molas e amortecedores bons, tem uma evolvência na estrada quase comparáveis à de hoje.
A base era de facto muito boa.
Não menos importante...os consumos:
Os 2000TS são conhecidos por andar muito e...gastar pouco...para um Alfa Romeo.
MadDragon
New member
Então com este menino instalado à frente:
[br
Só uma correcção de geek:[
]O 75 nunca montou esse motor de 24v mas sim este:
Fahrenheit
Banido
darkwings
Well-known member
Então com este menino instalado à frente:
[br
Népias, o motor mais equilibrado para esse carro era precisamente o... 2.0TS. O motor 1.8 turbo, tinha apenas mais 12cvs, mas uma descarga de binário que o deixava quase inguiavel, e por outro, o V6, deixava a frente demasiado pesada, ficando o carro mais desiquilibrado. conheço quem tenha conduzido esses todos, e o que deixava com um sorriso mais parvo na cara era precisamente o TS.
MadDragon
New member
Vamos com calma, não se trata de népias...
O 2000TS é o mais equilibrado em tudo, mas não é propriamente o mais interessante.
Nem sempre o mais equilibrado, só porque de facto é bom em tudo, é mais interessante.
Começando no 1.8 TURBO que era uma besta, este é de outro pedigree que o TS não lhe chega.
Aliás, é precisamente pelo facto do 1.8 Turbo ser uma fera, por ter sido produzido em menor número e por ser uma versão de homologação para o campeonato de Turismos na época que hoje é mais apetecido.
As motorizações V6 são as mais nobres.
São, de facto, os mais pesados e menos ágeis, no entanto a motorização que montam deixam-nos a milhas, quer na cotação, quer na apreciação dos 75, dos outros todos.
Então se estivermos a falar dos Potenziata a conversa fica mesmo por aqui!!
O 2000TS tem é um motor forte, rápido e previsivel que fazem dele um conjunto bem mais fácil de domar para os menos bons pilotos do que todos os outros, acrescentando a isto os melhores consumos de toda a linhagem 75.
darkwings
Well-known member
Não posso falar na primeira pessoa porque realmente dos 3 apenas conduzi o TS, mas conheço quem tenha conduzido os 3 e em pista. (Braga, salvo erro). A pessoa não era propriamente um nabo a conduzir, e os melhores tempos foram conseguidos pelo TS. O turbo, pela entrega de binário algo bruta, obrigava a dosear o acelerador com MUITO cuidado, o V6, pela frente pesadona que tinha tendencia a fugir de frente.
Já agora, de origem, os 3 têem LSD? Tenho ideia, mas posso estar enganado, que o turbo não tem.
cloverleaf
Well-known member
Artigo interessante sobre o futuro:
Sergio Marchionne Details the RWD Barracuda-based, BMW-style Alfa Romeo
What if you could reinvent the BMW 3 Series? Cadillac, of all brands, has come close with its ATS, though if you trace the 3 back to its 2002 roots, the car’s image is more step-up semi-premium, the image and position Buick wants to recapture. In terms of image and pricing if not dynamics, the original Audi A4 occupied the space in the market that Alfa Romeo could best serve in the near future.
Sergio Marchionne, the CEO of both Chrysler and Fiat, as well as Automobile Magazine‘s Man of the Year for 2013, has the right brand for the job: Alfa Romeo. Not quite BMW, though with a sportier, more prestigious image than Fiat, the brand built its last rear-wheel-drive car in 1993, before returning with the expensive Maserati-based 8C Competizione.
You know Alfa Romeo announced it would build a new Spider by 2015 in a Mazda assembly plant off the next-generation Miata platform. Earlier this year, my alma mater, Motor Trend, reported Fiat would build a rear-wheel-drive Alfa Romeo sedan off the new SRT Barracuda platform, though news on that front has since been fairly quiet.
In a brief interview this month, Marchionne confirmed to me the RWD Alfa sedan plans in vague terms.
“Fundamentally, the Mito and the Guilietta are the only true Alfas left, from the original portfolio that I inherited,” Marchionne says. The Alfa lineup doesn’t need to consist entirely of RWD cars, he says, “but it needs to have rear-wheel-drive cars. The 4C that is coming is rear-wheel-drive.”
Marchionne, his public relations executive later confirmed, was not just talking about the 4C or the Miata-based Spider. There’s a sedan in the works, and indications are it will be sized somewhere between a BMW 3 and a 5 Series. “Even the other ones that are coming are not mainstream pricing, in that I see Alfas always selling at a premium,” Marchionne says. “It’s not going to be an entry-level car. And you’ll love the car.”
How soon?
“You’ll (the U.S.) be the first market we’ll launch in. My sincere hope is that we can bring it here by ’14.”
Give credit to Ralph Gilles and his longstanding desire to design a modern 1970 Plymouth Barracuda. The RWD cars in the Chrysler-Dodge lineup since model year 2005 came from Daimler’s hand-me-down Mercedes E-Class architecture. The Dodge Challenger was even larger than its Nixon-era namesake because the platform’s tall front cowl required a long wheelbase and body for proper proportions. The Challenger is 197.7 inches long, on a 116.0-inch wheelbase, although it’s classified as “midsize” because of its tight rear seat and overall interior dimensions.
Though we don’t know how much smaller the SRT Barracuda will be, a sub-110-inch wheelbase would be a good guess, with overall length somewhere in the mid-180-inch range. An Alfa sedan off the same platform might be closer to the BMW 5 Series in size. If it’s priced between that of, say the Dodge Charger or the Barracuda, and below the base price of a BMW 328i sedan, it could bring in near-BMW, near-Audi profit margins.
“Everything we build [as an] Alfa needs to satisfy the requirements of the Alfa brand,” Marchionne says. “The big benefit from Chrysler is the large architectures required to support vehicles that compete in the high end of the market are all standard architectures. They’re all an incredibly good starting point for Alfa. That doesn’t mean you can take them as they are, but you can take them as a basis, and after you change suspensions and modify engines … the architecture is an incredibly good starting point. Without Chrysler, that would have been almost impossible to get done.”
Imagine that Volkswagen had a quality, low-cost rear-wheel-drive architecture for big VWs as well as Audis, and you can understand what Marchionne is talking about. Now, imagine it the other way around, that VW owned Alfa and relied on its mostly front-wheel-drive architecture for new models. Ferdinand Piech has imagined something like that, and his unsolicited bid to bring the storied Italian brand into VW Group helped Marchionne realize he has a gem in need of repolishing.
“He wants to buy it,” Marchionne told me. “The era of world domination ended … a few decades ago. I think he should stop playing with that notion.”
If Marchionne can implement his plans, he’ll have made Alfa Romeo what it should be, with FWD small cars priced near Mini on the low end, and aspirational RWD sports cars and sport sedans on the upper end; cars for people who have grown bored with Honda Accords, Ford Fusions and VW Passats, but can’t pay BMW prices. That will happen so long as Marchionne finally returns the brand to the U.S. market, just eight years late, but in much better shape.
Sergio Marchionne Details the RWD Barracuda-based, BMW-style Alfa Romeo
What if you could reinvent the BMW 3 Series? Cadillac, of all brands, has come close with its ATS, though if you trace the 3 back to its 2002 roots, the car’s image is more step-up semi-premium, the image and position Buick wants to recapture. In terms of image and pricing if not dynamics, the original Audi A4 occupied the space in the market that Alfa Romeo could best serve in the near future.
Sergio Marchionne, the CEO of both Chrysler and Fiat, as well as Automobile Magazine‘s Man of the Year for 2013, has the right brand for the job: Alfa Romeo. Not quite BMW, though with a sportier, more prestigious image than Fiat, the brand built its last rear-wheel-drive car in 1993, before returning with the expensive Maserati-based 8C Competizione.
You know Alfa Romeo announced it would build a new Spider by 2015 in a Mazda assembly plant off the next-generation Miata platform. Earlier this year, my alma mater, Motor Trend, reported Fiat would build a rear-wheel-drive Alfa Romeo sedan off the new SRT Barracuda platform, though news on that front has since been fairly quiet.
In a brief interview this month, Marchionne confirmed to me the RWD Alfa sedan plans in vague terms.
“Fundamentally, the Mito and the Guilietta are the only true Alfas left, from the original portfolio that I inherited,” Marchionne says. The Alfa lineup doesn’t need to consist entirely of RWD cars, he says, “but it needs to have rear-wheel-drive cars. The 4C that is coming is rear-wheel-drive.”
Marchionne, his public relations executive later confirmed, was not just talking about the 4C or the Miata-based Spider. There’s a sedan in the works, and indications are it will be sized somewhere between a BMW 3 and a 5 Series. “Even the other ones that are coming are not mainstream pricing, in that I see Alfas always selling at a premium,” Marchionne says. “It’s not going to be an entry-level car. And you’ll love the car.”
How soon?
“You’ll (the U.S.) be the first market we’ll launch in. My sincere hope is that we can bring it here by ’14.”
Give credit to Ralph Gilles and his longstanding desire to design a modern 1970 Plymouth Barracuda. The RWD cars in the Chrysler-Dodge lineup since model year 2005 came from Daimler’s hand-me-down Mercedes E-Class architecture. The Dodge Challenger was even larger than its Nixon-era namesake because the platform’s tall front cowl required a long wheelbase and body for proper proportions. The Challenger is 197.7 inches long, on a 116.0-inch wheelbase, although it’s classified as “midsize” because of its tight rear seat and overall interior dimensions.
Though we don’t know how much smaller the SRT Barracuda will be, a sub-110-inch wheelbase would be a good guess, with overall length somewhere in the mid-180-inch range. An Alfa sedan off the same platform might be closer to the BMW 5 Series in size. If it’s priced between that of, say the Dodge Charger or the Barracuda, and below the base price of a BMW 328i sedan, it could bring in near-BMW, near-Audi profit margins.
“Everything we build [as an] Alfa needs to satisfy the requirements of the Alfa brand,” Marchionne says. “The big benefit from Chrysler is the large architectures required to support vehicles that compete in the high end of the market are all standard architectures. They’re all an incredibly good starting point for Alfa. That doesn’t mean you can take them as they are, but you can take them as a basis, and after you change suspensions and modify engines … the architecture is an incredibly good starting point. Without Chrysler, that would have been almost impossible to get done.”
Imagine that Volkswagen had a quality, low-cost rear-wheel-drive architecture for big VWs as well as Audis, and you can understand what Marchionne is talking about. Now, imagine it the other way around, that VW owned Alfa and relied on its mostly front-wheel-drive architecture for new models. Ferdinand Piech has imagined something like that, and his unsolicited bid to bring the storied Italian brand into VW Group helped Marchionne realize he has a gem in need of repolishing.
“He wants to buy it,” Marchionne told me. “The era of world domination ended … a few decades ago. I think he should stop playing with that notion.”
If Marchionne can implement his plans, he’ll have made Alfa Romeo what it should be, with FWD small cars priced near Mini on the low end, and aspirational RWD sports cars and sport sedans on the upper end; cars for people who have grown bored with Honda Accords, Ford Fusions and VW Passats, but can’t pay BMW prices. That will happen so long as Marchionne finally returns the brand to the U.S. market, just eight years late, but in much better shape.
ttrodrigues
New member
Deltabiturbo
Banido
Um dia...seja esse dia quando for, ainda vou ter uma destas, de preferencia numa destas cores [br][br][br]:
][br][br]:
Última edição:
MadDragon
New member
Mas isso é no capítulo dinâmico.
Um 75 não vale apenas pelo capítulo dinâmico senão um TS valeria mais que um 3000V6.
PS - o 1.8 Turbo bem conduzido é menino para destronar o 2000TS, garantidamente.
O 1.8 Turbo tinha LSD.
Haviam 3 motorizações no 75 que tinham LSD de origem: 75 Twinspark, 1.8 Turbo e 3.0 V6.
Última edição:
PauloMS
New member
Conheço quem tenha um 75 3.0 v6 e está a pensar em vender. Teve só um dono (que conheço pessoalmente pois é meu familiar) e tem menos de 100.000 kms. Por acaso já conduzi e esse motor é que é daqueles que puxa desde o relenti até bem dentro do red line, e com uma sonoridade arrepiante. Quem estiver interessado no contacto, enviar pm.
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