I don’t know if this could be interpreted as elucidation but let us return to the initial post. The question was if there were 1750 GTV cars, factory delivered with lightened or changed parts. Well the answer is simple: No. The 1750 GTV version 105.51, produced from ’68-’70, was FIA homologated when already produced in 2476 examples, and due for its injection system selected by Autodelta (no need to produce 1000 cars for homologation purposes) for racing elaborations. Reasons were several: the car was based on already proven and successful 105.32 model with similar handling and developed dynamic behaviour, and engine was suitable for further improvement in its class (2000 cc). In the first instance the initial homologation (1 October 1969) the changes were just few (wheels of 7’’ and engine displacement of 2000cc), and only with second homologation (1 January 1970) it became known version of GT Am with visible changes in its exterior look also. The version tested in occasion of November race in Hockenheim, with 1750 (Schultze) was decidedly not lightened, nor it was the GT 2000 shown in Tour de Corse, where the 2000 cc narrow head engine was tested for the first time. In 1970, in occasion of Monza race, the car was presented in its lightened form with Peraluman doors and luggage space cover (from GTA), fiberglass bonnet and fiberglass fenders (front and rear) and Plexiglas windows (except windshield), but on its original steel chassis and rest of the body (roof included). The weight was reduced to 780 kg and engine with Lucas injection (instead of SPICA in original version) produced 235 CV. To obtain such elaboration, numerous parts were homologated, produced (but after homologation of the car), and included in tuning options catalogue (only in English, good observation) available on request from Autodelta (also Alfa Romeo factory, but parts were distributed by Autodelta exclusively). There was no factory delivery of completed of partially produced cars with optional parts already fixed. Elaboration was left to private execution or made at Autodelta at desired degree, but ‘in situ’, or sold as completely finished ‘racing’ version delivered as GT Am. The car in its competition form was extremely efficient, and to limit its superiority, under British pression, in FIA appendix J for 1971 it was reintroduced original 1750 weight that was 200 kg heavier, than actual racing version, and the car arrived at its new official weight of 980 kg. Even in that form, GT Am was highly competitive, but necessity to produce and use lightened parts was significantly limited. The use of lightened parts was contemplated only in function to compensate major weight of added parts (safety cage introduced as obligatory, DRC system, 120 litre fuel tank and so on…). That’s why the possibility of having this mixed (production-competition) coachwork is unlikely, beside impossibility to make similar order to factory. It is underlined here that completed final product and option parts were two separate fields. Existence of homologated parts was not connected in any way to production version and you were obliged to buy and fix yourself desired part if you wanted it. In theory, one could produce all alloy version of 1750, put 245 CV engine in it and with its 680 kg, (FIA rules allowed it) inscribe it in Group 6 to compete with Porsche 908, 33 Daytona or Matra 630. You can imagine results of similar car against this listed (remember ‘open’ competition and possibilities of Turismo group 2, 4, or even 5 cars vs Prototypes), and ibid, the reason for such (not cheap) experiment. Australian non-FIA fantasy produced, it is true, some experiments like V8 engine in 105 chassis, jet or steam propelled GTAs, but that doesn’t mean that it was also the general way of considering car elaboration for racing elsewhere.