The Alfa 156 GTA and Sportwagon GTA

The slogan went 'A win a day with your everyday car'. It was the Nineteen Sixties and the Giulia Sprint GTA (Gran Turismo Alleggerita) was winning everything there was to win on the world's racing circuits. Today Alfa Romeo revives the GTA legend with another car. Two actually. The 156 GTA and Sportwagon GTA, cars which embody the highest level of sportiness, today as yesterday. Alfa Romeo cars are known the world over as beautiful, sporty cars with a great past of races and victories made possible by brilliant up-to-the-minute engineering. Cars that offer new sensations and make driving a really enjoyable experience.
The Alfa 156 GTA and Sportwagon GTA retain these characteristics, but when necessary they offer something extra: more performance, more handling, more braking capacity. In a word, the dynamic behaviour of a car that brings the sensations of the racetrack to the normal road.
Alfa Romeo had a precise goal when it developed the Alfa 156 GTA: to create a car that was ideal for everyday use but which would, in the right conditions, provide customers with the performance, behaviour and driving sensations of a car built to race. The designers were set no constraints, but they chose to highlight the functional aspects of the car, making drastic changes to the already excellent base of the Alfa 156, a saloon with the heart of a sports car. They modified all the components that impact on the dynamics of the car. Starting with the engine.
The engine on the Alfa 156 GTA and Alfa Sportwagon GTA is derived from the classic 3-litre V6 24-valve unit that powers the top-of-the-range versions of the Alfa 166 and Gtv: a vigorous, but above all 'round' engine. For the 156 GTA, the technicians modified the crankshaft and pistons to raise capacity to 3.2 litres, lengthening stroke to 78 millimetres. Which says plenty about the type of performance they wanted to achieve. If their goal had only been to increase power, this could have been achieved by modifying the timing gear, fuel system and electronics. Increasing capacity by lengthening the stroke on the other hand is a change that aims to obtain not only absolute performance and high peaks of power and torque, but also regular, smooth delivery even at low speeds.
And the result? The power delivery is now 250 bhp at 6,200 rpm, and peak torque is 300 Nm (30.6 kgm) at 4,800 rpm. Sufficient to obtain exciting performance when you want it, with a torque curve that reaches very high values even at low speeds, allowing the car to travel in sixth at less than 2,000 rpm, and to sprint off without having to change gear. Alfa decided to upgrade the transmission too, to cope with the more powerful engine. The axle shafts are new, the clutch is larger and numerous components of the six-speed gearbox were strengthened. The manual gearbox is now joined by a Selespeed version with an operating logic borrowed from Formula 1, designed for rapid gear changes at low and high speeds. However, an excellent engine alone does not a sports car make. The suspension had to be modified too, to guarantee superb dynamic performance and outstanding comfort. The choice went to the layout that had already decided the success of the Alfa 156: high double wishbone at the front and an evolved MacPherson system at the rear. Work then began to adapt the suspension to the car's particular features and the specific weight distribution on the Alfa 156 GTA. The goal was to achieve the highest level of handling, to guarantee maximum dynamic performance and to dominate the car's great sporty temperament. The resulting performance can be summed up as follows:
- smooth, pinpoint steering;
- prompt response;
- excellent stability and ease of control even at grip limit;
- negligible body movement;
- outstanding comfort in all use and road conditions.
Still on the subject of the engineering, the Alfa 156 GTA and Sportwagon GTA fit an ASR (Anti Slip Regulation) system as standard, to optimise traction at all speeds using the brakes and engine control.
On a sporty car like the Alfa 156 GTA, one expects direct steering and brakes suited to the car's thrilling performance. Which is why the Alfa technicians modified the steering chain and steering box to increase the precision and speed of the car's response.
Changes were also made to the brakes. The front discs are of the ventilated type, 305 mm in diameter, with twin-plunger Brembo calipers. The rear discs are marginally smaller at 276 mm. The brake servo was upgraded and the system incorporates ABS with the EBD electronic brakeforce distributor.
The result is two cars with really exciting performance and response, in terms of dynamism, ride and handling. Cars for people who demand the most when it comes to sportiness. And want others to know it, but without ostentation.
The designers decided not to radically alter the successful line of the basic saloon and Sportwagon, but to limit exterior changes to a few touches that could emphasise the car's sporty appeal.
From outside, the car is still recognisable, it just looks like a gutsier Alfa 156: wider, lower, and firmly glued to the road.
The larger front wings now accommodate generous 17 inch wheels (225-45); the foglights have been moved towards the outside of the car to free the air intakes and to let the powerful engine breathe better, and the black background of the headlights makes the 156 GTA look more aggressive.
The side view reveals the new five-ring wheels that identify the 156 GTA, with their essential, highly 'technical' profile (as an alternative the customer can choose the spoked wheels typical of the racing world) and a new sill plate which stylistically links the two large wings. The new rear bumper fits in perfectly, in spite of its larger size. It is a feature that is just visible in profile but gives a distinctive touch to the rearview of the car. From the boot floor down, the rear end of the 156 GTA appears totally different from that of the basic model. Partly because the bumpers incorporate a large fin, known as an extractor because it draws (i.e. 'extracts') air flow from the front of the speeding car to the rear end. The two exhaust tail-pipes are slightly oval and chrome-plated, a classic for Alfa.
There is a choice of ten body colours on the GTAs, including Nuvola Red, an iridescent shade that is exclusive to this model.
The interior of the Alfa 156 GTAs was designed around the driver. The goal was to ensure that whoever sits behind the wheel enjoys perfect control of the car in all circumstances. Over and above the lavish, exclusive outfit of the new Alfa 156, the GTA versions also offer a number of specifically sporty details that are exclusive to the version. For example the Pewter grey trims, in a darker shade of metalluro than that on other versions of the new Alfa 156. The steering wheel spokes have an exclusive design, with metalluro inserts, like the gear lever knob with its leather gaiter. Without mentioning the ergonomic sporty pedals with rubber inserts, which match the metalluro mat with rubber elements in the central storage compartment.
The Alfa 156 GTA adds sporty seats, with an adjustable thigh support, upholstered in top quality leather. They are exclusive to the model and come in four colour combinations: one in solid black, and three two-tone (natural leather, grey and blue with black side strip). The rear seat has the same sporty configuration but still accommodates three people comfortably. The door panels have leather inserts which repeat the pattern and colour of the central seat panel. The ceiling is grey-black while the boot lining is all black, like the pillars, grab handles and sun visors. One final distinguishing feature of the Alfa 156 GTA is the mat which is standard equipment and is anchored mechanically to the carpet, with the letters GTA hand-sewn in Pewter grey thread.
There are also a few changes to the instrument panel of the Alfa 156 GTA: special dials with black backgrounds, new styling for the gauges and an engine oil temperature trend display in the multifunction monitor.

ALFA 156 GTA: THE RETURN OF A LEGEND - 5 Jun 02 31/10/2002 16:45:13

Alfa Romeo’s competition Giulia Sprint GTA blazed a trail of success across the racetracks of Europe in the ’60s and ’70s, taking three consecutive wins in the European Touring Car Championship in 1966, 1967 and 1968 – and it deservedly occupies a proud position in the annals of international motorsport.

Some 37 years later, as Alfa Romeo once again leads the European Touring Car Championship with its new racing GTA, the company is introducing two good-looking, high performance, sporty road cars at the top of the new 156 range that combine a glittering motor racing pedigree with high quality contemporary engineering – the new 156 GTA and 156 Sportwagon GTA. These cars have been designed to enhance everyday driving experiences with a true racing feel and authentic driving satisfaction, and they both go on sale here, in right-hand drive, on 6 June.

Taking as their base the newly revised Alfa 156, Alfa Romeo’s engineers developed an exciting specification for the GTA, including a new 3.2 litre V6 24V engine, completely new suspension geometry and settings, a much more powerful braking system, even more direct steering, new gearboxes (a six-speed manual and a six-speed Selespeed unit featuring F1-derived technology), and sporty new 17” alloy wheels.

The aim was to offer thrilling performance and very quick responses in terms of dynamics, ride and handling. All the design changes eschew ostentation, and the
cars’ appearance is the result of uncompromising technical alterations to the
chassis and mechanical assemblies.

Wider, lower and more assertive to the onlooker, partly thanks to substantial 225/45 tyres on new 17” wheels, the cars are nevertheless entirely recognisable from the outside.
Ten body colours are available for the GTA, comprising seven metallics, two pastels, and Nuvola Red, an iridescent shade exclusive to the model.

156 GTA mechanicals
Alfa Romeo’s engineers were looking to provide smooth, yet even more precise steering; prompt overall responses; excellent stability and ease of control even at the limit of adhesion; strictly contained body movements; and a proper level of comfort under all service and road surface conditions.

GTA front suspension
The 156’s double wishbone front suspension layout meets the ambitious aim of giving the company’s new 250 bhp sports saloon and station wagon a driving quality that combines the reassuring control typical of front-wheel drive cars, with real sporting feel and precision.

Accordingly, Fiat’s Research Centre together with Alfa Romeo’s Design and Development team reappraised this front suspension specifically for the Alfa 156
GTA. Compared to the system on the revised Alfa 156, it features a reinforced lower beam, special struts with a different steering link fastening position, a lower ride height, new shock absorber and spring settings, and a larger diameter anti-roll bar.

All this obtains a significantly more sporty performance from the high double wishbone suspension. In geometrical terms the suspension takes the best attributes of a MacPherson strut and a twin wishbone suspension, and combines them. If we consider the three-wheeling antics of 1965 Lotus Cortinas racing against Alfa GTAs, these attributes can be more easily explained.

The Lotus Cortina was fitted with MacPherson front struts that gave good wheel travel and good geometry. However the suspension forces being transmitted through the top seal/guide of the damper meant that the damper seized. As Jim Clark or Sir John Whitmore accelerated through a corner, the inside front wheel lifted into the air due to the outer front suspension becoming effectively solid. Inside the Lotus’s cornering line would be the GTA, sitting on all four wheels due to having double wishbone front suspension that still operated correctly, even though it was loaded up on its race tyres.

Today, with front-wheel drive, there is little space for a conventional double wishbone, and with high power/high grip cars, conventional MacPherson struts have too much stiction, which leads to torque steer and spinning inside front wheels. The solution is to replace the damper as the top guide with a top wishbone mounted from the underside of the front wing, and have the damper doing solely the job that it was intended to do.

From a structural viewpoint, the 156 GTA system consists of a cast iron bottom arm/wishbone, a steel upright that has the wheel hub assembly bolted to it, and a light alloy top arm/wishbone that is jointed to an aluminium casting bolted to the bodyshell. For reasons of space, this bracket also acts as the support for the upper spring and damper attachment. The coil spring is tapered to make it ever more space-efficient and is co-axial with the damper. They are connected to the bottom arm via an aluminium fork that goes over the driveshaft.

For reasons of space and structural stiffness, the upper arm is jointed to an aluminium shell (anchored to the body), which acts as a support to the upper spring-shock absorber attachment.

Double wishbone geometry optimises tyre grip by recovering camber. It also reduces yaw under braking by allowing the steering axle to tilt towards the front of the car.

Traction is optimised even under the most difficult conditions; the geometry ensures a self-alignment effect proportional to lateral acceleration while the vehicle is cornering; it also ensures proportional effort on the steering wheel, which increases gradually up to the limit of adhesion; and notable steering precision and sensitivity is ensured.

The suspension design inhibits yaw under braking or acceleration; under braking because the bases of the two overlapping sets of suspension arms are tilted toward the front of the car so that the braking force on the tyre tread ‘stretches’ the suspension; and while accelerating because the pulling force delivered through the driveshafts is applied to the wheel centres and thus compresses the suspension.

Alfa Romeo engineers worked to reduce friction in the suspension, and allowed it to absorb harsh road surfaces more efficiently by choosing fluid dynamic bushes to hinge the upper suspension arms to the bodyshell; and by using split gaskets and Teflon bushes loaded with glassfibre for the shock absorber stems – plus a Teflon seal for the shock absorber pistons.

Achieving the precise stiffness of the quadrilateral hinge bushes and steering arms ensures great steering precision; good grip (because the tyre angle in relation to the ground reduces on bends); enhanced capacity for stress absorption (and hence comfort) due to the increased longitudinal flexibility of the suspension; optimised directional stability (the wheel ‘retracts’ without self-steering when it meets an obstacle); effective absorption of vertical impact due to optimisation of the upper damper attachment unit to the shell; reduction in steering wheel vibration because the steering arm centre lines contain a flexible element; and good stabilising action because the steering arms divert the wheel on the outside of the corner during lift-off, or over-run.

GTA rear suspension
Due to not having to take steering and power load forces, plus being much more lightly loaded than the front, the rear suspension features a MacPherson strut configuration with particularly advanced geometry and constructional details. Alfa 156 GTA rear suspension displays certain new features that may be summarised as follows: revised pick-up points following experience gained in the ETCC; uprated springs; different shock absorber and bush stiffness; and a larger diameter anti-roll bar. The coil springs are of a different stiffness and allow a lower ride to those of other 156s, and they also rest on an upper and lower plate with an interposed rubber ring to reduce noise levels.

Other features include an upper end bump-stop in Cellasto (closed-cell polyurethane that maintains its flexible properties over time); an anti-roll bar connected directly to the dampers via connecting rods made out of structural plastic and jointed to steel ball joints; and pressurised double-acting hydraulic shock absorbers in high strength steel of reduced thickness. Lastly, suspension arms are all unique to the Alfa 156 GTA.

The upper shock absorber mounting points display a new tapered block fastening system. Assembly is easier and the system is more reliable because the attachment need not be bolted to the body.

These significant technical innovations and features improve rear suspension performance, because they ensure increased ability to absorb obstacles as the wheels retract longitudinally, without induced steering effects. Maximum directional stability is ensured when the car meets obstacles such as tram lines, heat expansion joints on motorway bridges, and so on. In addition, the vehicle is endowed with very prompt, smooth steering responses; great stability and a capacity for self-alignment, even in extreme conditions, because the wheel steers consistently even under lateral load.

The rear suspension also ensures a negative camber gain during roll. As far as the driver is concerned, this means increased cornering grip and a more correct roll centre position that optimises overall balance.

The GTA’s roll stiffness is increased with a 20% stiffer front anti-roll bar and 28% stiffer rear bar. These modifications allied to the spring changes gives a total increase of 30% front and 40% rear. The ground clearance is reduced by 20 mm. This makes the GTA understeer significantly less than other 156s and enhances the driving experience. This, after all, is a car designed for enthusiastic drivers.

ASR
Alfa 156 GTA and Sportwagon GTA are fitted as standard with an ASR (Anti Slip Regulation) system that optimises traction at any speed with the aid of both brakes and engine.

The system computes the degree of slip on the basis of wheel rpm calculated by the ABS sensors, and activates two different control systems to restore grip. When an excessive power demand causes both driven wheels to slip (e.g. in the case of aquaplaning or when accelerating over an unsurfaced, snowy or icy road), it reduces engine torque by reducing the throttle opening angle and thus air flow. If only one wheel slips (e.g. the inside wheel during acceleration or dynamic load changes), this is automatically braked without the driver touching the brake pedal. The resulting effect is similar to that of a self-locking differential.

ASR optimises vehicle safety and is particularly useful when grip is lost, (icy multi-storey car park ramps are one example), and whenever the asphalt does not guarantee a consistent coefficient of friction.

Another not inconsiderable advantage of ASR is the lower stress exerted on mechanical parts such as the differential and gearbox due to more effective control of low speed take-off and traction.

ASR is activated automatically whenever the engine is started, but can be deactivated by means of a switch on the central console. When ASR is active, a warning light on the control panel flashes.

ASR deactivation is required when snow chains are used because the wheels must be allowed to slip by small amounts so as to exploit snow build-up.

GTA steering and brakes
Alfa’s engineers wanted steering even more direct and precise than on the 156 itself (2.2 turns lock-to-lock). Accordingly, the Alfa 156 GTA offers a steering ratio of 11.3 compared with 13.7. This means that each 11.3 degrees of steering wheel rotation corresponds to one degree of wheel rotation, compared with a sector average of 15-16. A steering ratio of 11.3 corresponds to just 1.75 turns lock-to-lock.

The GTA’s brakes have also been significantly modified. The ventilated front discs measure 305 mm in diameter and employ double-acting four piston Brembo callipers with differential piston diameters. The rear discs are only slightly smaller at 276 mm. The brake servo is more powerful and the system incorporates an anti-lock braking system (ABS) with electronic brake force distribution (EBD).

Finally, the front uprights have been modified to give a different steering geometry by altering the pivot centre of the track rod end. Specifically, bump steer and the Ackermann effect are reduced, which suits the wide tyres fitted as standard.

GTA engine and gearboxes
Alfa’s 156 GTA power unit is derived from the classic 3.0 litre V6 24-valve unit available in the Alfa 166, GTV and Spider. This 60? multi-valve 2959 cc all-alloy four-overhead-camshaft Alfa engine has been the subject of universal acclaim for many years, as one of the finest high performance power units of its generation. Alfa engineers, however, changed the crankshaft and pistons to increase cylinder capacity to 3179 cc (3.2 litres), lengthening the stroke to 78 mm (from 72.6 mm). This change speaks volumes about the type of performance required, because the power increase could have been achieved by adjusting valve timing, fuel system and electronics.

The fact that cylinder capacity has been increased by lengthening the stroke means that the aim was not just to obtain ultimate performance at high rpm, but also smooth, linear power delivery from the lowest speeds.

The increase in cylinder capacity is accompanied by a whole set of mechanical changes. The intake and exhaust ports have been increased in diameter, and the valve timing has been changed. The control unit software has been rewritten and the cooling system has been upgraded with the addition of an engine oil radiator.

Power output has been raised to 250 bhp at 6200 rpm, with an impressive maximum torque of 221 lb.ft at 4800 rpm. These figures are complemented by a linear torque curve that in practical terms will allow the driver to cruise in sixth gear at less than 2000 rpm, and then accelerate smoothly yet briskly away, without changing gear. The goal of the GTA is to offer sensations unique to a racing car, yet still offer great flexibility for everyday use, and exceptional docility in the process.

The transmission has been reinforced to cope with the significantly more powerful engine. Driveshafts are new, while the clutch is larger and the six-speed gearbox

offers new, stronger components. A six-speed Selespeed version, with a Formula
1-derived operating system, is optional.

GTA exterior styling
Changes to the GTA’s appearance were almost entirely limited to components affected by technical changes to the chassis and mechanicals.

The front end is dominated by wider wings that were necessary to accommodate
17 inch wheels (and 225-45 tyres). The fog lamps have been shifted towards the outside of the car so as to optimise the air intakes and allow the powerful engine to ingest more air. A black background to the headlamps provides an instantly recognisable visual cue as to the GTA’s identity.

New GTA-dedicated alloy wheels create a high-tech profile (spoked wheels are optional) while a purposeful new front air dam provides a visual link between the two broad wings.

A functional new rear bumper also blends effectively into the rear flanks, despite its bigger size. This feature is hardly noticeable from the side, but crucially changes the car’s rear view. It incorporates a large extractor fin, an aerodynamic element that conveys air flow from the front part of the car to the rear.

GTA interior
The interior of the Alfa 156 GTA has been designed to ensure that the driver maintains the best possible control of the car in all circumstances. Compared to the luxurious specification offered by the new Alfa 156, the 156 GTA offers certain extra exclusive features.

Interior panels are in Peltro grey, a darker shade of metalluro than other versions of the new Alfa 156. The steering wheel is a unique spoked design (with metalluro inserts) while the gear knob and leather gaiter are also exclusive. There is also a sporty pedal assembly – pedals and footrest being in aluminium, with rubber inserts.

These details are complemented by sports seats with adjustable thigh support that are trimmed in top-quality leather. These are exclusive to the GTA and come in four colour combinations: one in solid black and three in various shades. The seats display the horizontal ridged design typical of Italian sports cars of the past. The front seats have built-in heating and head-restraints.

GTA instruments feature black backgrounds, new-look gauges and an engine oil temperature trend screen on the multi-function display.

Fiat Auto has just been awarded the prestigious Economist Innovation Award, (Energy and Environment category), for its ground-breaking work in developing the Common Rail diesel technology that is now used by every major European car maker, and which has revolutionised diesel engines, enabling them to set new standards for economy, performance and low emissions.

The common rail diesel system is available here under the JTD badge throughout Fiat Auto’s UK range, making it a market leader in performance, economy and emissions.

The Economist award, which was presented in San Francisco, recognized Rinaldo Rinolfi, executive vice-president of the Fiat Research Centre, for the work he has done to develop Common Rail diesel engine technology.

Work on the Common Rail or Unijet system started at the Fiat Research Centre in the 1980s, but it was not until the 1990s that the technical obstacles were overcome. During 1992 and 1993, all preliminary reliability and consistency tests, both on engines and vehicles, were satisfactorily passed, and at the end of 1993 the Common Rail system was in a well-proven pre-industrialized stage. The first car to use the new system was the Alfa Romeo 156 JTD, and this has been followed by a host of models in Fiat Auto’s vehicle ranges.

Meanwhile, Fiat Research Centre was already developing the second generation of Common Rail (Multijet). The Multijet system uses electronic injector control to carry out more injections than the current number, (two), during each engine cycle. In this way, the same amount of diesel is burnt inside the cylinder but in a finer spray to achieve smoother combustion.

The secret of the Multijet system lies in the design of the control unit, and injectors which are designed to deliver a series of very closely spaced injections. Fiat Auto researchers developed this injection process to ensure more accurate control of pressures and temperatures inside the combustion chamber, and more efficient use of air taken into the cylinders. The improved product represents a breakthrough since it allows higher power densities and lower combustion noise, particularly in the start-up phase, and of course to fulfil stringent Euro 4 emissions standards.

The first engine of this new Common Rail type is a 140 bhp 1.9 JTD 16v Multijet unit which will be shown at the Paris Motor Show on the Alfa Romeo stand this week. In 2003 it will be the turn of the small 1.3 JTD 16v Multijet unit; a product with extremely compact dimensions that will enable it to be installed in small Fiat Group cars.


THE GTA STORY - 15 Jun 02 31/10/2002 16:44:20

During the 1960s, Touring Car racing was passionately supported by the general public, and consequently also by car manufacturers. Cars derived from standard production models battled it out on Europe’s most prestigious race circuits, cheered-on by crowds of eager race fans and car enthusiasts. And the best drivers were not ashamed to race in this category. Great names included Jim Clark, Sir John Whitmore and Andrea de Adamich.

So the scene was set as, in 1964, one of Alfa Romeo’s most glorious periods of competition involvement began. To coincide with the company’s decision to officially return to the race track, Alfa set-up Autodelta, a specialist centre in Udine with responsibility for all its racing activities. Within a few months Autodelta had moved from Udine to Settimo Milanese, on the outskirts of Milan, not far from the Alfa Romeo factory in Portello.

An old friend of the company headed the new structure – Carlo Chiti – who had previously worked for Alfa in the early 1950s. He was the ‘father’ of Alfa’s modern racing activities, and Alfa cars immediately started winning both overall and class laurels in 1964 – a total of 41 outright wins and 121 class victories were racked up in that year alone.

On 18 February 1965, Autodelta’s first creation made its public debut at the Amsterdam Motor Show. It was called the GTA, (A standing for alleggerita, or lightened), and was developed from the Bertone styled Giulia Sprint GT. The GTA was what came to be known as a ‘homologation special’. It was of course built
to allow Autodelta to compete in the ETCC. Just under 500 versions of the
1600 GTA were produced, along with a similar number of 1300 cars.

Lightweight and high power was what these original cars were all about. A Giulia Sprint GTA weighed around 600 lbs less than the production Giulia GT, thanks to an aluminium skin, a complete lack of sound-deadening material, Plexiglas side windows and a very basic, stripped-out interior.

Alfa’s 1600 Twin Cam engine had a twin-plug cylinder head and higher compression, and racing versions could produce up to 170 bhp at 7500 rpm. An oil cooler was fitted and the gearbox was equipped with lightened, drilled gears and closer ratios. Magnesium was used for the camshaft covers, the sump and bell housing, and even the half-shafts were made hollow in the interests of further weight reduction.

The suspension benefited from special front uprights and revised steering arms.
Externally, however, there was little to tell a GTA from its less powerful siblings. Only 14 in Campagnolo wheels, a mesh grille and bent tube door handles gave the game away. The GTA was a winner right from the start. Seven GTAs took the first seven places, for example, in the Jolly Club 4-hour race at Monza. With Andrea de Adamich and other great drivers at the helm, the cars steadily began to steal the thunder of the Lotuses that had previously reigned supreme. Finally, de Adamich won at Zandvoort in the Netherlands to take the European Touring Car Championship that year.

GTAs continued their domination of European Touring Car racing over the next few years, with drivers such as Andrea de Adamich, Ignazio Giunti and Nanni Galli at the wheel.

In 1968, Alfa Romeo introduced both road-going and racing versions of the 1300 Junior. Again, the new GTA looked similar to the standard production Junior. The racing version delivered 160 bhp, (the on-road version 103 bhp), and it immediately won its class in the ETCC, with six victories in nine races. Meanwhile the 1750 GTA won the ETCC outright.

GTA domination lasted into the 1970s. The arrival of the GT Am in 1970, which was derived from the 1750 GT Veloce America, was the precursor to more success. The body was completely transformed compared to the original version, as was the engine – a 230 bhp 2.0 litre unit. The car, with Dutchman Toine Hezemans at the wheel, won the European Touring Car Championship in 1970 and 1971, taking six first places from eight starts, including the Brno Grand Prix and the Madrid 4-Hours race.

In 1992 Alfa Romeo returned to racing with a version of the 155 Q4, renamed GTA, prepared to Italian Superturismo Championship regulations. This car retained very little of the standard production version, sporting carbon wings, a rear spoiler that could be tilted to different angles, and a 16-valve intercooled turbocharged engine capable of 400 bhp (compared with 186 bhp of the road version).

The four team cars were driven by Nicola Larini, Giorgio Francia, Nannini and Tamburini, and the new GTA won 17 of the 20 races it was entered for, while Nicola Larini won the title. During the following year, this model made way for the successful 155 V6 TI prepared for the German DTM Championship.

With the GTA, Alfa Romeo won the European Touring Car championship on three consecutive occasions: 1966, 1967 and 1968. Today, as the reigning ETCC champion, Alfa Romeo continues to race in this category, and currently leads the 2002 championship. Thus the GTA name lives on in competition as well as on the road, as Alfa’s two principal race drivers, Fabrizio Giovanardi and Nicola Larini, do battle with BMW, Volvo, Honda and others on the race tracks of Europe.