Alfa Romeo Auto Parts Store Online

[Pre-Order] : ALFA ROMEO GTA RACING F1 TEAM SHIRT

noreply@blogger.com (localhost) — Fri, 05 Aug 2011 04:04:17 PDT

Ship to worldwide!

Please do not hesitate to contact me if you have further questions, just ask!

Buy it with Confidence at TuahGarage!

Mhetasim. Racing car simulator.

noreply@blogger.com (localhost) — Fri, 15 Jul 2011 08:22:01 PDT

Mhetasim Simulador Profesional de Conducción. Eduardo.

Mhetasim. Racing car simulator.

Rally special stages in Gran Canaria, Spain: Cercado Espino.

Vehicle: Peugeot S2000.

Engineer Setup and Testing: Eduardo Garcia.

***
I found this video in one of my car enthusiast friends weblog, Eduardo. Personally, I'm very seldom to get these opportunity to develop my driving skills by using simulator machine. Because its expensive. So, what I do is, watching any related video about racing line, racing technique, how-to racing footwork and so on related with - I'll take note, draw in paper. Then later I practice in empty space, but, its still dangerous. By using simulator plus real programmed, (from what I saw and read about) the simulator act like 99% real feeling in the circuit. And the good thing is you can choice any car you want.. oh gosh that so-good. I want Alfa75V6, Alfa 156 GTA, Lancia Delta bla bla bla.

I believe this one of the best simulator in many. So guys, please share with us your experience develop your racing driving skills using simulator. Ohh yah, as long you love cars , petrolhead and even not Alfisti, you still can comment. Happy motoring! Cheers.

Nordschleife

noreply@blogger.com (localhost) — Tue, 19 Jul 2011 18:41:58 PDT

;-)

1. Under 10 Minutes Club T Shirt - EUR 20
2. Brand new 24-hour Nordschleife XL Wristwatch - EUR 109
3. Nordschleife Chronograph Wrist Watch - EUR 129
4. Nordschleife University of Speed T Shirt - EUR 20

*(not including shipping cost).*

Nationwide, worldwide shipping.
Yes, we accept Paypal as a method of payment.

Please do not hesitate to contact me if you have further questions, just ask!

Buy it with Confidence at TuahGarage!

[Info] Hot and Cold Sparkplugs

noreply@blogger.com (localhost) — Thu, 14 Jul 2011 22:01:26 PDT

NGK diagram showing insulator and heat range

Why Hot and Cold Sparkplugs? Using a hotter or colder sparkplug can be just the fix to an engine problem. Very basely, if your engine is running hot then try using a colder plug, if it is running hot try a colder plug.

Tip: It is better to fix the problem than to change the sparkplug to patch it up.

Hot Plug

has a longer insulator nose length
less heat is absorbed by the plug and transferred to the cooling system
the plug runs at a higher temperature
the plug is more prone to pre-ignition (if greater than 850 degrees C)
NGK BP5ES is hotter than a BP7ES plug.
An overheated plug will be white with brown spots.

Cold Plug

has a shorter insulator nose length
more heat is absorbed by the plug and transferred to the cooling system
the plug runs at a lower temperature
the plug is more prone to fouling (if less than 500 degrees C)
NGK BP7ES is cooler than a BP5ES plug.
A fouled plug will be black and sooty.

Influences to spark plug temperature
Any of the following situations can increase spark plug temperature:

Lean air/fuel mixtures
Increasing compression
Forced induction (Supercharging, turbocharging or Nitrous)
Camshaft change
Advancing ignition timing
Higher engine speed
Higher engine load
Lower air temperature (more dense air resulting in leaner air/fuel mixture)
Lower humidity (more dense air resulting in leaner air/fuel mixture)

1976 ALFA ROMEO 2000 BERLINA Automatic

noreply@blogger.com (localhost) — Mon, 11 Jul 2011 23:20:29 PDT

Alfa Romeo 2000 BERLINA Automatic

Engine bay

Rear view

Alfa Romeo 2000 BERLINA Automatic

Info on ALFA ROMEO 2000 BERLINA Automatic manufactured or sold in 1976, version for Europe with 4-door sedan body type, RWD (rear-wheel drive) and automatic 3-speed gearbox.

Basic specs and characteristics: petrol (gasoline) engine of 1962 cm3 / 119.8 cui displacement with advertised power 94 kW / 126 hp / 128 PS / 5300 and 186 Nm / 137 lb-ft / 3500 of torque.

Dimensions: this model outside length is 4390 mm / 172.8 in and wheelbase 2570 mm / 101.2 in, estimated by a-c drag coefficient Cx, cw-Wert, Cd = 0.45, standard wheels were fitted with tires size 165 HR 14. Reference vehicle weights are: official base curb weight 1110 kg / 2447 lbs, gross weight GVWR 1510 kg / 3329 lbs.

How fast is it ? Performance: top speed 179 km/h (111 mph) (declared by factory); accelerations 0- 60 mph 11 s; 0- 100 km/h 11.7 s (a-c simulation); 0- 1/4 mile 18 s (a-c simulation);

Fuel consumption and mileage: official: , a-c pred. average combined: 10.6 l/100km / 26.6 mpg (imp.) / 22.1 mpg (U.S.) / 9.4 km/l .

Note : The car above is for sale. Location : Malaysia. This car has been restored.

Alfa Romeo 147 - CCC 147 - Malaysia

noreply@blogger.com (localhost) — Wed, 13 Jul 2011 23:08:41 PDT

;-) Bellissima

What spark plugs are you running in your Alfa Romeo?

noreply@blogger.com (localhost) — Thu, 14 Jul 2011 22:07:01 PDT

BP6ES

NGK - BP6ES (daily) BP7ES (track)

:-)

Please share with us.
My choice is - NGK BP6ES (daily) BP7ES (track)

Alfa Romeo GTV6

noreply@blogger.com (localhost) — Fri, 08 Jul 2011 22:38:44 PDT

Alfa GTV6 postcard

This photo is an Alfa Romeo postcard. This is a 1986 GTV6. It can be recognized as a post 83' car because of its larger front Alfa Romeo emblem, low side moldings, and wheels that were available on the GTV6 in 1986 only. The 86' cars are considered to be the best and most desirable GTV6s however the truth is they are all pretty good and the early cars have some advantages. The later cars have a few more advantages but not enough to justify a large difference in price. Don't pass up a really great 82' for a mediocre 86'.

The Alfa Romeo GTV6 was produced from 1981 through 1986. There are rumors of some 1980 cars and some 1987 cars but I doubt you will ever see one, at least not in the U.S. The differences from year to year are fairly minor but I will try to touch on the bigger ones.

     The GTV6 was arguably the hottest and best sport coupe of the early 80's. It features a 2.5 liter V6, four wheel disk brakes, inboard at the rear, and a rear mounted transaxle to give near perfect weight distribution. It has a great racing history, having won just about every championship it was eligible for. Usually cars with a great racing history and low production numbers become quite valuable. Somehow though it seems these cars have been largely forgotten and thus are quite inexpensive. If you want a fun collectable car this just might be not only the best buy out there, but also the best car!

     Almost all GTV6s left the factory with Alfa's fantastic 2.5 liter V6. A few cars sold in the South African market had a 3.0 liter engine of the same design and in the U.S. a twin turbo version was available in later years with about 50% more power but it is ultra rare. This engine has two cams, five main bearings, a wet sleeve design, hemi heads, Bosch fuel injection and about the strongest crankshaft I have ever seen this side of an American V8. This engine has 154 horsepower. That may not sound like a lot of power now but compared to it's competitors of the day it was a monster! The Porsche 924, Mazda RX7, and BMW 320i all had about 100 horsepower, the 1982 Z28 and Trans Ams had 145, the 280Z which was considered the really hot car in the early 80s had 140. The Alfa's motor enabled it to outrun nearly all of its competitors and reach a top speed on 130 mph, this was at a time when the most common police car the Dodge St. Regis has a top speed of 90mph and took over two miles of road to reach it. The Alfa is not made for the stoplight grand prix, but it's actually pretty good at it. One magazine got a 0-60 mph time of 7.6! I think that was a really cold day with a really great driver and maybe even a cheater car. However the GTV6 is certainly capable of low to mid eights.

     The Alfa V6 uses one camshaft in each head. It actuates the intake valves directly and the exhaust valves via a very short pushrod and rocker arrangement. This arrangement is very clever because it allows very high RPM without the danger of a thrown or bent pushrod but with the bearing drag of only one cam per head. Only a few engines in history have used this short pushrod trick, one was a Mercedes sponsored Indy Car engine that won the Indy 500 a few years ago. In stock form the engine is in mild tune with fairly low compression and mild cams plus the engine is very strong with a great crankshaft and a very stiff block and heads. This means its power can be increase easily and without fear of destroying the motor. Alfa actually provides instructions for boosting its power output to over 200 hp. With turbo or supercharging its power levels can reach incredible heights, 300, 400 and even 500 horsepower can be attained.

      The GTV6's suspension is second to none. The rear suspension is a Alfa's De Dion type which is quite unusual. Only a handful of cars have ever used this type of suspension including the Gullwing Mercedes some Lancias, at least one world championship wining Formula 1 car and some Lotus'. The Alfa De Dion setup is basically a big triangle with wheels mounted at two corners and the front of the triangle mounted to the chassis via a really large bushing. There are many advantages of this setup. First of all suspension travel has no effect on rear wheel alignment, none, zero. Just about every other type of rear suspension has a geometric effect when it moves causing the wheels have camber changes and or toe changes during suspension compression and rebound. With this setup the rear wheels never loose their relationship with the road no matter what the road or driver does (well short of driving off a cliff). Since there are no geometric changes associated with suspension travel the designers of the GTV6 were free to include as much suspension travel as they could fit in the space available, thus the GTV6 has more rear suspension travel then any other car I know of and it rides well because the designers did not need to use really stiff springs to keep the rear wheels pointed the right way during cornering. Another often forgotten advantage of the Alfa De Dion set up is that the wheels provide thrust to the center of the car. Remember all cars transmit power from an engine to a transmission then to the drive wheels and finally through the suspension to the car. It's the suspension that the drive wheels push or pull on. In any other type of suspension the power is delivered asymmetrically to the car. In other words when one wheel bites better then the other during acceleration normal cars apply more power to one side then the other. That's why some cars tend to get a little unsettled when you hit the gas at low speed or coming out of a corner. This is not a factor in the GTV6, no matter which wheel is biting all the power is transmitted to the center of the car and it will go straight as long as the wheels are not slipping.

     To further exploit the De Dion's characteristics, Alfa located the rear shocks upside down and the rear disk brakes inboard at the transaxle. This plus the use of alloy wheels reduces the unsprung weight to a minimum thus allowing the rear suspension to react to inputs from the driver or irregularities in the road very quickly.

    The Alfa transaxle is located within the perimeter of the De Dion triangle. This rear mounted clutch and transaxle provide excellent weight distribution, officially it's 50/50! The list of cars using front engines and rear mounted transaxles reads like a who's who of performance car history. This list includes the Porsche 928, Ferrari's current top production car the 550/575 and the latest generation of Corvette. Ferrari's top Formula One driver claims this is the best setup for a road car, even superior to mid engine.

     The front suspension of the GTV6 is a variation of the classic twin A frame design common on serious performance cars. Just about every great performance car has used this type of front suspension but the Alfa made theirs a little better then most by using forged lower A arms riding on bearings, not bushings and a threaded rod to provide adjustable castor. Camber adjustment is made using shims.

Ok Ok, enough technical stuff, so how well did all this fancy engineering really work you might ask. Well according the automotive press at the time, very very well. In a Road and Track comparison test the non turbo GTV6 came out way ahead of the Turbo 280ZX and Porsche 924 Turbo. They didn't even factor in the GTV6's advantage of having a usable back seat, something the other two cars did not have. Motor Manual said when comparing the 83' GTV6 to the Mitsubishi Starion Turbo, Datsun 280ZX, Mazda RX7, BMW 323i, and Honda Prelude Si that all may be fine cars but "none have the breeding, prestige or balls-out performance of the GTV6." What Car? magazine compared the 82' GTV6 to the Toyota Supra and Mitsubishi Sapporo Turbo. They were too wishy washy to declare any one car the winner but the Alfa out ran the other cars and got better fuel economy while doing it.

AlfaGTV

Only one car fared well against the GTV6 in comparison tests and that was the European market only Ford Capri 2.8i which was built in Germany but tuned by Ford's Special Vehicle Engineering operation in England. The British magazines tend to favor their home vehicles and the Capri 2.8i was their baby so in most subjective tests they said it was a better car. On paper both cars had identical performance, the Alfa achieved its through design, the Ford by using simple car just souped up to a higher state of tune by Ford's SVE dept.

Someone at Car magazine, another British publication decided to test the two cars together at Castle Combe which is apparently some famous race track in England. Although the numbers suggested they would be close the Alfa easily defeated the Capri on the racetrack. They still ended the article saying the Capri was the better car for entirely subjective reasons.

There were three points of criticism of the GTV6 common in the automotive press which I feel I should address. First there was a lot of complaining about body roll. The car always seemed to get around the corners faster then it's competitors it just leaned a lot doing in and the journalists did not like that. What they apparently did not understand is that the Alfa's suspension allows the wheels to remain upright and in good contact with the road even with a lot of body lean. Lesser cars don't have suspensions that allow that so they limit a car's body roll by stiffening the suspension and sacrificing ride quality. Alfa did not need to do that.

The second point had to do with driving position. Most journalists felt that the steering wheel is located too far away from the driver if the seat is adjusted to be the proper distance from the pedals. Again, they don't really understand the car. In the U.S. most drivers are taught to hold the steering wheel at the 10 and 2 o'clock position. In Italy they hold the wheel at the 4 and 8 o'clock position as did most Formula 1 drivers at the time (they now have a different type of steering wheel in most F1 cars that can only be held at 3 and 9). Grab the wheel at 4 and 8 and it will feel like it's at the right distance. Grab it at 10 and 2 and it will be too far because of the way the steering wheel tilts. Drive the car like an Italian and you will feel very comfortable in a short time. As a point of interest Alfa did move the steering wheel closer to the driver in the GTV6's later years but no one seemed to notice. It still was not close enough for the 10 and 2 grab anyway.

The third point of criticism involved the shift linkage. This is actually a valid criticism until Alfa improved the linkage in mid 85 but the early linkage can be greatly improved with a couple hours work and about five dollars. There is a bushing in the shift linkage made out of plastic. It wears out quickly causing the shift linkage to become sloppy. It's easy to replace with a metal bushing and that will make the linkage just fine. I plan to explain just how to do this on page 3. They also complained about the Alfa's poor transmission syncros and this is a fair criticism but with proper shifting technique the syncros will last a long long time, over 100,000 miles. If you think you know how to shift, and maybe you do but read my article on double clutching anyway, I will be adding it to page 3.

If you are considering a special interest car the GTV6 is one of the best. You can find driveable early examples for as little as $2,000, and $4,000 buys you a great one and 7,000 a near perfect car. If you are a big spender you could buy one of the very rare Callaway Twin Turbo models and enjoy its 230 hp and six second 0-60 times for about $8,000 for one that need some help up to about $15,000 for a great one.

Some say that the later GTV6s are much better then the early ones, that is not really true. They are all quite similar. All years have the exact same bodies. Side molding, emblems and available colors changed but the cars all look the same. The 82' and 83' cars have fairly tall gearing, not as good at the race track or when zooming away from a stoplight but superior on long highway trips. The 82' and 83' cars are about a half second slower 0-60 mph but are quieter at highway speeds and use less fuel. A well tuned 82' or 83' car will get 32 mpg at 70 mph with no problem! The other years will only get about 28 mpg at that speed and can get just over 30 mph if driven at 55 mph. The 1984 and later cars have no fresh air vents, they were replaced with a more powerful air-conditioning system called Tropic Air. The air conditioning in early cars can be improved to be as good as the Tropic Air systems so that's not really an advantage. The Tropic Air system also took up the space occupied by a little shelf on the 83' and earlier cars. That shelf is nice to have for holding CDs and stuff. The 81' through 83' cars have their front ends up a little higher then the 84' through 86' cars however they are all too high and any GTV6 should be lowered to the European front ride height. Lowering is accomplished via an adjustment involving the torsion bars, no new parts are needed. The mid 85's and all the 86's have an improved shift linkage but it's only a little better that a modified early linkage. The later linkage also has a lot more parts to wear out, it's quite complex and it makes changing the clutch a real pain, instead of the relatively easy job it is in the early cars.

In short the later cars have some minor advantages but they are not enough to justify passing up a good early example.

This GTV6 is an 83' it is can be recognized as a pre 84' car because it has the smaller front emblem. This particular car is quite fast with an estimated 165hp. It's also lowered and has polyurethane bushings throughout its suspension. The intake louvers and hood center are normally dark Grey but the owner of this one has decided to brighten things up a bit. This is the same year and color combination as the GTV6 James Bond used to outrun the BMW cop cars and save Europe from a nuclear disaster.

Source : HiPerformanceStore

Senna : The Rally Driver!

noreply@blogger.com (localhost) — Sun, 10 Jul 2011 22:29:05 PDT

Senna : The Rally Driver!

In 1986, while he was employed by the Lotus team, Senna tried out a diverse group of rally cars in Wales for a feature in the now-defunct Car and Car Conversions magazine. He sampled everything from a two-wheel drive Vauxhall Nova (similar to the car in which Colin McRae made his name) to the incredible Group B Austin Rover Metro 6R4. Also on his tasting menu were a Ford Sierra RS Cosworth and a homemade 3.4-litre four-wheel drive Ford Escort.

The reason why? In Senna’s own words: “I know nothing about rallying. I’ve seen the pictures in magazines, sometimes watched it on television. And I deliberately haven’t listened to anyone about rally driving. I want to find out for myself.”

On his very first run in the mighty Sierra, he nearly went off on the first corner. Not exactly what he was expecting. “It is ...surprising,” he commented drily. “Because I really went into the first corner like a normal car. It was stupid. Now I understand why you have to use opposite lock and use the traction a bit - to keep the car really biting on the ground. If you try to just go round, you don’t go round. You just go straight on.”

Senna wasn’t exaggerating: he knew so little about driving rally cars that he didn’t even bring driving gloves, expecting the experience to be similar to a road car. By the end of the day there blisters across his palms, and he found it hard to understand just how the cars could take so much punishment from the loose gravel. But he loved the whole experience and just like Kimi Raikkonen 25 years later he found it hard to draw any comparisons with Formula One.

Ayrton Senna

“It’s difficult because here there is much more excitement, I think,” said Senna. “It’s much more exciting here than in a Formula One car. Because here you don’t have the top, top speed, but you have tremendous acceleration. It’s a much more instant emotion than it is in a Formula One car. In a Formula One car you go-go-go-go-go! And then you come down. Here you go to a peak and come down, go to a peak and come down. It’s a different approach.”

The only thing he still needed to work on was his British geography, although to be fair this was the first time that the Brazilian had ever been to darkest Wales.

“Apart from the races that I did, testing or anything, this was probably the best day I ever had in England,” he concluded. “Outside of the races I did, that is. For fun, this was the best day.”

Sadly, Senna never got the chance to drive a rally car again. But for those privileged enough to watch him test that day, there was no doubt that Senna had everything it took to go straight to the top of the WRC.

Source : WRC

Save The Ring _ Your Help is needed to "Save The Nürburgring"

noreply@blogger.com (localhost) — Wed, 06 Jul 2011 09:07:59 PDT

Link to JPEG White
Link to JPEG Black
EPS vector graphic
STR

How can you help to Save The Ring?
+Please tell your friends and spread the word.
+Follow us on Facebook and share our news and Twitter messages.
+Sign the Online Petition directed to the European Commission.
+Keep yourself informed and question the official Nürburgring (= Lindner/Richter) communication.
+When visiting the Ring, support local family businesses.
+Help us to become louder, contribute ideas and actions, let's save the 'Ring!
+20832com

#tuahgarage

[For Sale] Alfa Romeo Berlina

noreply@blogger.com (localhost) — Wed, 06 Jul 2011 07:12:16 PDT

Description :

Well maintained Alfa Romeo 1976 Berlina, for sale in Penang Area. Reluctant Sale but moved overseas. Contact Person : Greg Nyein

Mileage: 60 000 - 64 999
Engine Capacity: 2000 cc
Transmission: Manual
Drive train : Rear-wheel Drive

[For Sale] Borbet Light Alloy Wheels

noreply@blogger.com (localhost) — Wed, 06 Jul 2011 18:41:14 PDT

Description
BORBET Wheels
15' 5lug x 98PCD
ET35 (offset)
6.5jj
COD: Bangi
Wheels ONLY not including Tires.

for 98PCD wheels - RM900 negotiable
Call or SMS me at +6019.312.1337 #tuahgarage

[For Sale] Alfa Romeo Emblem Trunk - Badges

noreply@blogger.com (localhost) — Wed, 13 Jul 2011 11:27:19 PDT

Alfa Romeo 156 facelift front emblem

Front emblem complete chorome "wings" to fit the Alfa Romeo 156 (2004 model onwards) facelift version by Giugiaro.

Part No. : 156045002

Alfa Romeo Emblem

New front emblem for most Alfa Romeo models.

Part No. : 60596492


Alfa Romeo Emblem Trunk

Original and New. Part No. 60777672

Yes, we accept Paypal as a method of payment.

Nationwide & Worldwide Shipping.

Buy with Confidence at TuahGarage!

PELTOR G77 BLUE - Pro Rally Helmet

noreply@blogger.com (localhost) — Sun, 17 Jul 2011 10:05:04 PDT

Description :

. Comfortable, attractive design
. Helmet shell constructed of a Kevlar mix
. Liner made of fire-resistant NOMEX blue
. BSI approved (BS6658-85 Type A/FR red label)
. Weight 1200 grams
. Size L

Please do not hesitate to contact me if you have further questions, just ask!

Buy it with Confidence at TuahGarage!

Alfa Romeo 155 V6 Ti or 2L V6 Turbo

noreply@blogger.com (localhost) — Fri, 01 Jul 2011 22:55:46 PDT

fall in love again, 155V6Ti

Sparco Racing Sports Gear: Accessories

noreply@blogger.com (localhost) — Sun, 10 Jul 2011 11:28:02 PDT

SPARCO Nomex Balaclava

SPARCO Azzuro Nomex Glove

Description

1. New - SPARCO Nomex Double Layer FIA Approved
2. Used - Good Condition - Blue Color
3. New - SPARCO Azzuro Nomex Glove - Size 10

Worldwide Shipping !

[For Sale] Alfa Romeo 75 TS Ignition Coil Bosch

noreply@blogger.com (localhost) — Thu, 30 Jun 2011 02:14:52 PDT

1 set Alfa Romeo 75 Ignition Coil - BOSCH 12v (New Old Stock)

[Pre-Order] Alfa 75 Koni Sport Shock Absorbers

noreply@blogger.com (localhost) — Wed, 29 Jun 2011 08:36:20 PDT

Alfa 75 Koni Sport Shock Absorbers

Shoes Made to Order. Massimo Dutti.

noreply@blogger.com (localhost) — Tue, 28 Jun 2011 13:37:00 PDT

Massimo Dutti Shoes

[Pre-Order] Alfa Romeo V6 Engine High-Performance Manual Speed Pro Series

noreply@blogger.com (localhost) — Mon, 27 Jun 2011 18:36:12 PDT

Author Name Kartalamakis, Jim

Title Alfa Romeo V6 Engine High-Performance Manual Speed Pro Series

Binding Softbound

Number of photos 161 illustrations

Book Condition New

Number of pages 144 pages

Dimensions 8'' x 10''

Publisher Veloce 2011

ISBN Number 1845840216 / 9781845840211

**
Alfa Romeo V6 engines and cars have been around for a good 25 years now, so it is about time enthusiasts of these great cars were offered a tuning/performance manual leading to more power, pleasure and excitement from the last high performance rwd Alfas. Here is the first ever Alfa V6 tuning book covering all aspects of engine/chassis improvements. Cylinder head mods, flowbench diagrams and dyno plots, big-brake conversions and suspension mods as well as electrical system improvements.

[Pre-Order] Alfa Romeo DOHC Engine High-Performance Manual

noreply@blogger.com (localhost) — Mon, 27 Jun 2011 18:40:17 PDT

Alfa Romeo DOHC Engine High-Performance Manual

Author Name Kartalamakis, Jim

Title Alfa Romeo DOHC Engine High-Performance Manual

Binding Softbound

Number of photos 150 illustrations

Book Condition New

Number of pages 144 pages

Dimensions 8.25'' x 9.75''

Publisher Veloce 2006

ISBN Number 1845840194 / 9781845840198

**
Ten years have passed since the original edition of this book was published, but Alfa Romeo enthusiasts everywhere are more active today than ever in preserving, modifying and racing these excellent cars. Throughout this time, the author in true Alfista fashion, never stopped looking for and trying new techniques to increase the power, overall performance and reliability of Alfas and their engines. This book is the result of much research, and also first-hand experience gained through many Alfa rear wheel drive model projects, from the 105 series to the last of the 75 models. There is a lot of completely new information regarding TwinSpark Cylinder head mods, big-brake mods, LSD adjustment procedure, electrical system improvements, plus many flow-bench diagrams, dyno plots, and much more.

[Pre-Order] The book on the Alfa 75 & Milano, the last 'real' Alfa Romeo

noreply@blogger.com (localhost) — Sun, 17 Jul 2011 10:51:47 PDT

‘Alfa 75 & Milano:
driven to be different’

• First English-language book dedicated to
the Alfa Romeo 'Alfa 75'
and the (US) Alfa Romeo 'Milano'
• Published with permission of Automobilismo Storico
Alfa Romeo, Centro Documentazione
• Hardback, 245 x 245 mm, 264 pages
• Over 950 colour and monochrome pictures
• 600 books are printed

The book covers:
• Design and production
• Different models
• Competition history
• Contemporary racing
• Specials (Sportwagon, SZ/RZ, police cars)
• Tuning companies
• Chassis numbers and specifications
• Buyers guide
and more...

Ship to worldwide!

Please do not hesitate to contact me if you have further questions, just ask!

Buy it with Confidence at TuahGarage!

Forza Alfa Romeo 155 V6 2.5 Ti

noreply@blogger.com (localhost) — Fri, 24 Jun 2011 20:26:53 PDT

“You cannot be a true petrolhead until you’ve owned an Alfa Romeo – it’s like having really great sex which leaves you with an embarrassing itch.”- JC

Note to self: eBay how much these go for.

noreply@blogger.com (localhost) — Sun, 10 Jul 2011 23:51:34 PDT

Alfa Romeo 75 - Alfa Romeo 155

Alfa Romeo Giulia - Malaysia

noreply@blogger.com (localhost) — Thu, 23 Jun 2011 23:35:40 PDT

Mr. Ong Chong Soo - Malaysia-Thailand

Owner, Mr. Ong Chong Soo

Malaysia - SDAC