White is the new Red

Jeroen755 Alfa 75 Bianco Freddo

Ron GS 75

75Experience Driving School (R&T)

Sir Edmund Hillary needed to climb Everest "because it's there," and the same can be said for every racing junkie about "The Green Hell."

"Hell"? Think 13 miles, dozens of corners, 1000 ft. in elevation change and a hotly debated number of annual fatalities among those brave enough to tackle it. Online fan forums mention anything from five to 50.

One day, I woke up and decided the Nordschleife had been there for too long. Enter a rental Opel Corsa and a €124 ticket worth eight laps of fun at the Ring, the world's most challenging toll road.

A mundane booth grants access to the "north loop," the circuit. The gate opens as soon as the ticket is inserted: You're on your own, pal, no questions asked. Just be aware that, in case of hitting the Armco, the bill will run €1300 per meter.

Too many hours spent playing Gran Turismo meant I knew (most of) my way around, but the corners are so blind and fast that conjuring the huevos to truly scare myself was not possible. Plus, the Corsa was slow as a dog.

Enter Ron Simons, owner of 75Experience, the de facto official Nordschleife driving school. It holds the largest collection of Alfa Romeo 75s in the world, and one look at the Alfa's boxy shape immediately explains why.

But get over the looks: A very capable, lightweight racing machine hides underneath, courtesy of rear-wheel drive, a rear-mounted transaxle and a torquey V-6 that can be massaged to nearly 300 horses, all sounding as Italian as Pavarotti.

These traits and sheer age make the Alfa an ideal Ring car: "It's got no ABS, no ESP, no TC — no BS," grins Simons, who's covered over 20,000 Nordschleife laps in his life.

The 75Experience's basic €575 program buys you four outings: one riding shotgun in Simons' own Alfa and three driving a trio of race-prepped 75s on distinct performance plateaus, from a nearly-stock 4-cylinder up to a V-6-powered one with a full racing suspension and semi-slick tires.

On my first lap, Simons points to tire tracks going seven feet up the hill on the inside of the Exmühle corner, a fast right-hander that morphs from a downhill slope to a steep climb at the apex. "Those were left by a 911 yesterday," he reveals. "Notice how it's all new Armco around this turn."

Worrying words as I strap in for my first laps.

As soon as I turn the ignition, a full-house of warning lights flash on the blocky 1980s' dash — including ones for parts you'd really like to trust. Like brakes. I tell Simons there might be something wrong with the car.

"That's how it is," he replies on the radio. "If all lights go off, then it's a problem." And people wonder why Alfa failed stateside...

This would've been a good time to panic were it not for the school's biggest coup: Simons always drives his own car ahead of the student while simultaneously radioing instructions. As a result, even Ring rookies like me are quickly able to truly attack corners.

Thus, students with some racing experience see their confidence levels grow exponentially with each completed lap. When I finally climb aboard the full-on V-6 Alfa, powerful enough to bother some of the rats, I'm already feeling like Gabriele Tarquini.

Taking the downhill portion of the Flugplatz section, a tricked-out Evo blasts by on my left, courtesy of its power advantage. On the next complex of corners at Adenauer-Forst, however, Simons' knowledge allows me to bridge the gap and move past the Mitsu, and then, after the tricky Metzgesfeld and Kallenhard sequences, lose him completely. Indescribable satisfaction.

Boosted, I start to push Simons, who increases his rhythm to accommodate my newfound élan. When we reach the approach to the Exmühle climb, I downshift the Alfa and floor the throttle to keep momentum up the steep hill; the rear end snaps violently and the 75 steers toward the inside, ready to add its own tire tracks to that mountain-climbing 911's. Owing nothing to talent, I'm miraculously able to serve a spoonful of opposite lock to correct the mistake.

Simons can't help himself: "That, my friend, is what we call snap oversteer," the radio barks.

At the end of the day I had logged 14 laps around The Green Hell and emerged mostly unscathed, physically and financially. If 100 laps are indeed the minimum before one can claim to know the Nordschleife, I can't wait to get my remaining 86.
[..]

By Cassio Cortes
Road&Track, February 2009

Nurburgring Nordschleife Supertests (braucējs: Horst von Saurma, 150+ testi)

Alfa@Axisofoversteer


Alfa 75 drift@Nordschleife (Axisofoversteer):


Nürburgring Nordschleife. Drifting. from MrBTG on Vimeo.


Onboard Nordschleife Drift lap. from MrBTG on Vimeo.

Diski AR75

Limited Edition wheels (Speedline)

From j.k. bloooog

Azev A

From j.k. bloooog

Borbet A

From j.k. bloooog

Compomotive MO5

From j.k. bloooog

Compomotive MO6

From j.k. bloooog

From j.k. bloooog

OZ F1(?)

From j.k. bloooog

OZ Superturismo(?)

From j.k. bloooog

Revolution RFX

From j.k. bloooog

Ronal A1

From j.k. bloooog

From j.k. bloooog

Zender (?)

From j.k. bloooog

Zender (?) / Borbet

From j.k. bloooog

Zender Milano

From j.k. bloooog

Zagato (Speedline?)

From j.k. bloooog

Dažādu Alfas disku topics @ AlfaGtv6.com

http://www.alfaowner.com/Forum/714901-post3.html

http://forum.alfaclub.nl/viewtopic.php?p=186066&sid=8070a99be0820a936cb71115b2a5e13e#186066

http://milano75.dammfine.com/00-.HTM

klaas: [..]I ended up buying AZEV's 16 X 7,5 ET ET's 25 front, 20 rear with 205/45 tires. Spedometer is smack on with this size, checked it with Tomtom!! [..]

alfaholic75: [..]Also with regards to the offset if you retain the standard 30mm offset thefront will look ok but the book will look like it sits way to far in the arch. therefore after several sets of wheels with different offsets you want to have 2 wheels at 98pcd with a 28mm offset and 2 with a 98pcd and a 25mm offset and these wil sit in your arch perfectly and look right.[..]

Alfa Romeo 75 transaxle

Būtiskākās sastāvdaļas:

- Kardāns (Driveshaft/Propshaft)

- Sajūgs (Clutch)

- Ātrumkārba (Gearbox)

- Kardāna savienojumu diagramma:

Vērtīga pamācība par kardāna apkalpošanu un sajūga maiņu

Pamācība sajūga maiņai

http://hades.myweb.hinet.net/

http://www.alexjupemotorsport.co.uk/projects.htm

http://www.hiperformancestore.com/superredverde.htm

Kardāna gumiju ilgmūžība

http://alfaimola.free.fr/twinspark/

Alfa Romeo 75 piekare

Priekšējā piekare

Priekšējās piekares galvenās komponentes:
- Torsiona stieņi (atsperu vietā)

- Augšējie "plaukti" (Upper control/suspension arm)

- Apakšējie plaukti (Lower control/suspension/"A" arm)

- Augšējie lodbalsti (Upper ball joint)

- Apakšējie lodbalsti (Lower ball joint)

- Stabilizatora stienis (Anti roll/sway bar)

- Amortizatori (Shock absorbers/ shocks/ dampers)

- Kastera sviras (Caster rod)

- Kastera lodbalsti (oriģināli - bukses, bet lai iegūtu maksimālu kontroli parasti uzstāda lodbalstus, "Caster rod ball joint")

- Stūres sviras un "pirksti" (Track rod, Track rod ends)

Aizmugurējā piekare

- DeDion sviras - rāmis (DeDion axles)

- Atsperes (Springs /Coil springs)

- Amortizatori (Shock absorbers /Shocks /Dampers)

- Stabilizatora stienis (Rear anti roll/sway bar)

- Vat'a savienojums (Watt's linkage)

Veikali
- Performatek
- Alfa Romeo Perforance parts (RSRacing)
- Ebspares.co.uk
- arparts.nl

- List of part sources


Papildus info
- Kādēļ lietot šarnīrus DeDion kastera svirās?
- Aizmugurējo atsperu, priekšējo torsionu maiņa un regulēšana (augstuma regulēšana)

- SuperVerde ķīlēšanas projekts

- Torsionu regulēšanas foto pamācība (.nl)

- http://picasaweb.google.it/ecv2beta/75Toch#
- Dedion izspiešana http://www.alfagtv6.com/my_gtv6.htm
RSR koiloveru uzstādīšana

- RSR kits uz 75TS
- 75Turbo ar Tarox bremzēm un koiloveriem

- Suspension setup for drifting (general)

"Although at first it seems confusing, in fact the way that Alfetta front suspension vertical adjustment works is quite simple.

The lower wishbone has an effective radius of rotation of about 300 mm. You can’t really check this on your car because you can’t actually locate the position of the neutral axis of the wheel relative to the suspension mounts. However using 300 mm and calculating the ride height change gives a number that agrees with Haynes and other manuals. All Alfettas are the same, other variants are slightly different. I have a table somewhere which shows eight different torsion bar configurations applicable to other models.

A circle of 300 mm radius has a circumference of about 1880 mm. For our purposes a small section or arc of this circle can be taken to approximate to a straight line, so an arc of say 1 degree would correspond to a vertical movement of the wheel of about 5.2 mm. Don't worry about the 300 mm, just trust the 5.2 mm figure.

The suspension set-up has torsion bars running fore and aft on each side of the car, each bar having 35 splines at the front and 34 at the rear. Rotating the bar by one spline at one end will turn the lower arm by either one 34th or one 35th of a circle, i.e. about 10.3 or 10.6 degrees, changing the ride height by about 53.5 or 55.1 mm. This is probably rather more than you need unless you have something unusual in mind for your car.

However turning the bar at both ends will result in a change in the ride height by an amount which is the difference of the two figures, i.e. by one over (34 times 35) of a circle i.e. about 0.3 degrees. This would give a ride height change of about 1.6 mm (the difference between 55.1 and 53.5 mm).

You can see where this comes from if you think of it in two steps. First, rotating the bar by one spline at the rear (fixed) end would raise the ride height by 55.1 mm, and the corresponding movement of the torsion bar relative to the lower suspension arm would lower it by 53.5 mm.

Now we are in business. By dividing our required ride height change in mm by 1.6 (to the nearest whole number), and rotating both torsion bars by that number of splines at both ends we can adjust our ride height to meet our requirements fairly exactly.

Because the rear end has less splines than the front, rotation of the bar has more effect at the back than at the front. This is good news for us (maybe it was even designed that way) because it makes the direction of rotation that we should use intuitive. Turning the bar “down” will raise the ride height, and turning it “up” will lower it."

Bianco 75 projekts

Veicamie darbi:

Metināšana/krāsošana:
- Virsbūves, grīdas, sliekšņu pārmetināšana
- Virsbūves apakšdaļas pārkrāsošana ar pretkorozijas krāsu
- Vadītāja puses durvju un spārna maiņa/pārkrāsošana
- Aizmugurējā bampera maiņa/pārkrāsošana
- Vadītāja puses dekoratīvo elementu pārkrāsošana (no donora)
- Degvielas bākas pārmetināšana/remonts
- Izpūtēja pēdējā bunduļa pielikšana/izplūdes sistēmas remonts

Mehāniskās daļas:
- ātrumkārbas maiņa/remonts
- sajūga komplekta maiņa (disks, gultnis, kurvis)
- kardāna gumiju ("guibo", "propshaft couplings"), gultņa maiņa
- ātrumkārbas stiprinājumu maiņa
- pusasu putekļgumiju maiņa / pusasu pārsmērēšana

?
- bremžu pārbaude/kluču maiņa (?)
- bremžu trubiņu maiņa (?)
- rokasbremzes pārbaude (?)
- sajūga hidraulikas remonts (?)
- vadītāja puses pusass (?)
- motora balstu maiņa(?)
- LSD remonts/disku maiņa(?)
- piekares bukšu pārbaude/maiņa (?)

Dzinējs/šķidrumi:
- sveces
- motoreļļa/filtrs
- gaisa filtrs
- degvielas filtrs

- bremžu/sajūga šķidrums
- ātrumkārbas eļļa
- stūres pastiprinātāja eļļa

Cits:
- Akumulators
- Priekšējo durvju apšuvumu maiņa (vai arī caurumu aiztaisīšana)
- Aizmugurējo lampu maiņa
- Priekšējo pagrieziena rādītāju maiņa
- Motora pārsega atvēršanas mehānisma sviras maiņa
- Lietie diski
- Riepas
- Rezerves atslēgu izgatavošana
- Signalizācija (?)
- Kautkāda mūzika (?)

---

Gala ciparu pagaidām negribu iedomāties :shura:

Projekts ar vairākām līdzīgām problēmām: Rosso 75@ alfaclub.nl

Daži video ar Alfa Romeo 75

Līkumā uz 2 ratiem:


Grieķu drifteris ar Alfa 75 (ļoti labi drifto):


Smuks "takeoff"

Alfa+Romeo+75+Turbo+Portugal...240+PS

Ar 75 Racecar apkārt Nirburgringai:

Nurburgring July07 Alfa 75 Racecar Lap - The funniest videos are a click away

Alfa 75 (historic) vs Lancer Evo 6 (E1):

GSMP Cisna 2007 - Alfa 75 Vs Lancer Evo 6 - Amazing videos are here

Dzinējs: 2.0 twinspark 8v

Motore	Alfa 75 2.0TwinSpark	Alfa 75 2.0TSpark (con catalizzatore a 3 vie)
Numero dei cilindri	4 in linea
Testata/blocco materiali	lega leggera / lega leggera
Cilindrata (cm3)	1962
Alesaggio (mm)	84.0
Corsa (mm)	88.5
Rapporto di compressione	10.0:1
Valvole per cilindro	2
Distribuzione	DOHC
Comando distribuzione	Catena
Variatore di fase	SI
Potenza massima (DIN hp/rpm)	148/5800	143/5800
Coppia massima (Nm/rpm)	191/4000	186/4800
Sistema di iniezione	Bosch Motronic ML4.1
Accensione	elettronica, integrata con Bosch Motronic
Sovralimentazione	NO

Jaudas līknes (standarta un Squadrachip):


Griezes momenta līknes (standarta un Squadrachip):


Avoti: http://web.tiscalinet.it/giordy/75/20ts.htm
http://squadra-tuning.nl/EN/EN_alfa_75_20.htm

http://www.autocomponenti.com/

Jauna dzinēja iebraukšana: http://www.pumaracing.co.uk/runin.htm

Alfa Romeo 75 Turbo Evoluzione (alfisti.net)

This really seldom piece from Denmark was to become unique after it's overhaul.

Just a few words about the Standard-Evoluzione: The Evo distinguishes itself through following details from the "normal" Alfa 75 Turbo

Limited series of only 500. All were built in the spring of 1987
Only delivered in red
Front-grill was not in grey, but in red
6x15" Rims instead of the 14" rims, coloured red
Stickers on the side with grey background and black text "75 Turbo Evoluzione"
Wings were widened, side panels, front-spoiler and bumper all made from super-light GFK (according to Alfa the Cd-value was down from 0,38 to 0,33. The Evoluzione was the first 75'er with the small rear-spoiler, which was later used in the serie version).
Seat design was slightly altered
Stiffer springs and even stiffer suspension units
Thicker rear-stabilizer (from 21mm up to 27,5mm)
Larger wheel-bearings front & rear
Redesigned "uprights" and front axle geometry
Exhaust-manifold with two-piece exhaust
Redesigned turbo
Strengthened main-bearings
Strengthened cylinder block
Strengthened cylinder head
Pistons which are 0,4 mm smaller, this then gives a cubic capacity of 1762 ccm. The standard from Alfa 75 Turbo is 1779 ccm. These measures were taken because the Evo was to drive in the group A (up to 3 Litre cubic capacity). For the classification of the turbo engines is the conversion factor 1,7. By 1762 ccm this would give us 2995,4 ccm. With the series bore this would have given the Evo 24 ccm more than legally allowed.

The following modifications were made to this Evo:

Quality spray job with 3-layer varnish finish
Dark grey window frames
8x17" BBS 3-piece rims

215/40-17 Goodyear Eagle F1 tyres
Lower rear springs
Strengthened stabilizers up front (70% stiffer)
Negative camber up front
Casterarm with ball-joint in the front wheel mounting
Shock absorbers (original Spica Evo) changed to yellow Koni
ATE Powerdisc disc-brakes up front. Mintex 1144 brake-pads front & rear
Recaro-seats and interior from the 75 Limited Edition (only 5.000 produced)

Electronic anti-theft device
Sony Radio with CD-player, 4 piece 3-way speakers and remote-control
Momo Zagato steering-wheel from the Alfa SZ

Turbo exchanged from the Garrett T3 to a hybrid Garrett GT25R with 360 deg. bearing and superlight kompressor wheel
3" Turbo exhaust-pipe
Supersprint exhaust system
New pressure-box (Inlet-manifold)
EFI Technologies engine management system, Euro96 (racing system, totally programmable, even down to different settings for each cylinder, Closed loop boost pressure, Pitlane speed, Water injection, Shift-light, Power-Shift, Soft-cut, Lambda-control, everything possible)
Injection nozzles 335 cm3/min. instead of standard 232 cm3/min.
K&N Airfilter

Polished valvecover from an elder Alfa Romeo
Bigger HKS intercooler. It is installed behind the front bumper, and not as in the standard version above the engine. Connecting pipes in stainless steel
A changed air-inlet (the inlet hose comes direct from the front bumper)

45% Limited slip diff (instead of normally 25%)
Performance 250 HP @ 6000 rpm, torque 360 Nm (boost pressure 1,3 bar)



Avots: http://www.alfisti.net/223.5.html?&L=1