on this one click "models" then "Guilia Coupes"
apparently these were only produced between 1970 & 1971, with only 40 being made......worth a pretty penny.
Does she want to give it free to a good home ?
A bit of history:
Alfa Romeo GTAm
© 2002 Dana Loomis
The GTAm was the final, most potent evolution of Alfa Romeo’s line of successful race cars based on the 105 Giulia coupe and it added in significant measure to the company’s success in international competition in the early 1970s. Yet, this car has remained something of an enigma. Authoritative sources even disagree about the significance of the name.
The GTAm may have originated from a seemingly small change in the FIA’s rules for international touring car competition that became effective January 1, 1970. The GTAm’s predecessor, the brilliant Giulia Sprint GTA, had dominated international Touring Car racing in the late 1960s, earning Alfa Romeo and its drivers no less than three European Championships, plus the first-ever Trans-Am Championship, between 1966 and 1969.
For 1970, however, the FIA’s rules defining Touring cars were modified to require more space for rear seat passengers. Although the change in the dimensions was not large, it was enough to disqualify the GTA from competing in the Group 2 Touring class where it had been so successful in the past. Group 1 was essentially a showroom stock class for unmodified sedans, or touring cars, Group 2 was for race-prepared touring cars, Groups 3 and 4 were for "Grand Touring" cars (essentially two-seaters) and Groups 5 and above were for prototypes and formula cars. The GTA was reclassified to Group 4, for limited-production Grand Touring cars. The same fate incidentally befell one of the GTA’s toughest opponents in past years, the Porsche 911.
In January, 1970, the factory announced a list of incremental changes in the current 1750 model line, including both obvious ones like a dual braking system and suspended pedals, and more subtle ones, like "enlarged and improved" rear passenger accommodations for the 1750 GTV. Although the difference in the GTV’s rear accommodations is not evident from a casual inspection, the rear parcel shelf and some of the sheet metal members in the rear seat area were reshaped to gain an inch or two of leg room for the rear passengers. Although there is no direct evidence that the changes were made to further racing interests, the resulting rear passenger space was large enough to allow the 1750 GTV to be classed as a Touring car for 1970, while the smaller GTA was reclassified as a two-seater.
Development and Construction
Private entrants had started racing the 1750 GTV in the Group 1 unmodified class from its introduction, and the car achieved a respectable record. In April, 1969, the factory homologated the GTV as a Group 2 touring car, opening the way to competition on higher, and more visible, levels. On the technical front, several innovations introduced in 1968 and 1969 suggest that Autodelta, the Alfa Romeo subsidiary that ran the factory racing effort, had already begun the development of a new racing car to replace the GTA by that time. Autodelta may have prepared one or more GTAs equipped with 1750 engines bored out to 1985 cc for private owners as early as 1968. The new 2-liter engine appeared definitively in November, 1969 in a pair of GTAs entered in the Tour of Corsica. This new engine had the 88.5 mm stroke of the production "1750" engine, but a larger bore of 84.5 mm, giving a total displacement of 1985 cc and yielding 208 HP. The larger bore was achieved by fitting the 1750 block with a unique set of "monosleeve" liners with all four cylinders cast in one unit. The 2 liter engine also featured a new cylinder head with twin-plug ignition like the GTA, but a 45-degree valve angle instead of the usual 80 degrees, and had a mechanical fuel injection system made by Lucas.
The development of the GTAm was essentially a process of improving the production GTV to compete more effectively. The GTAm was homologated for FIA-sanctioned international competition in October, 1969. The strong connection to the 1750 GTV is immediately obvious from the homologation document (No. 1576): the photo on the first page shows a standard, roadgoing 1750 coupe, complete with hubcaps and bumpers. The more remarkable feature is that the chassis and engine number shown are those of the US model 1750 GTV, tipo 105.51.
Period factory publications made it clear that the name was a reference to the car’s American connections: in the Jaunary, 1970 issue of Il Quadrifoglio (v.5, no. 14, pp. 68-69) the full name listed in the text is "1750 GT America." Nevertheless, there has been considerable confusion concerning the meaning of the name GTAm, with some authoritative sources suggesting that it stood for GTA "maggiorata" (enlarged) or that "Am" was an abbreviation for "alessagio maggiorato" (enlarged bore).
Adding to the confusion was a name change at the beginning of the 1971 racing season. The original full name of the GTAm was, logically enough, "1750 GTAm" in recognition of its evolution from the production 1750 GTV. In 1971, the name was changed to 2000 GTAm in anticipation of Alfa Romeo’s new 2 liter model line. It was a name change pure and simple, however. There was no change in the cars: every known GTAm was derived from a production 1750, and all of them had 2 liter engines.
In choosing the US model as the basis for the new race car, Autodelta apparently wanted to ensure with certainty that they would be able to equip it with fuel injection. To qualify for Group 2, at least 1000 identically-equipped examples had to be produced for sale to the public in a one-year period, but that requirement was easily met by production of the SPICA injected 1750 GTV for the US market. This approach to meeting minimum production quotas was distinctly different from the one that had been taken with the GTA. While the Giulia Sprint GTA was a distinct model with its own number (tipo 105.32) and was available for purchase by the public, the GTAm was nothing more than a GTV modified with homologated factory parts. In explaining the GTAm to American enthusiasts, Don Black wrote in Alfa Romeo, Inc’s Competition Advisory Service:
The "GTAm" is the US version of the 1750 G.T. Veloce [Type 105.51] sold only in the USA. At the time the homologation documents were prepared, it was known as the G.T. America and eventually shortened to "GTAm" ...The differences [between the 1750 GT Veloce and the GTAm] are only options. To illustrate; a "GTAm" without options is a 1750 G.T. Veloce–USA.
Visually, the GTAm is distinguished from other racing 105 coupes by the combination of the lovely 1750 grille with riveted-on, wide plastic fender flares. The flares accommodated meaty tires carried on 8 to 10 x 13 inch wheels identical to the ones used on the tipo 33 sports racer. The definitive mechanical element of the GTAm is the fuel-injected 1985 cc monosleeve engine with the narrow-angle, twin-plug head. Most other special mechanical assemblies were carried over from the GTA, including the gearbox and differential, the Autodelta sliding block for locating the rear axle, and the GTA’s other special suspension parts.
Because the GTAm was a pure race car, its specifications seem to have varied from car to car. Autodelta would have prepared the works team cars to conform to the rules prevailing at the time, and most likely modified the cars as needed for particular events. Mechanical fuel injection systems by both SPICA and Lucas were used, for example. The application of lightweight body panels also varied considerably. GTAms were constructed from standard, steel GTV body shells, but some examples were fitted with aluminum or plastic doors, hoods, or trunk lids, which were listed as options in the homologation document. These lightweight pieces were used less frequently as time went by, however. Changes in the Group 2 rules first raised the GTAm’s minimum allowable weight, reducing the advantage of using lightweight panels, and then for the 1972 season, alternative lightweight body assemblies were disallowed entirely.
Even the GTAm’s color scheme was variable. While the works GTAs are remembered in the classic Italian red livery, factory GTAms raced not only in the well-known red, but in such diverse colors as gray, white, and "beige cava."
As a consequence of the fact that the GTAm never had its own model number, it is difficult to be certain how many cars were actually built. In Alfa Romeo: All the Cars from 1910, Luigi Fusi claims that around 40 examples were produced. The number of cars that can actually be documented is much smaller. Later works on the racing coupes list by Adriaansens and Tabucchi list 14-15 chassis numbers of US model 1750 GTV known to have been converted to GTAms by Autodelta. The number of GTAms campaigned by the factory team could not have been larger than this, but Adriaansens lists only 8 cars with verified histories as works team cars. The remaining 7 may have been prepared for private owners. Tabucchi also lists two additional VINs of European-model GTVs that Autodelta transformed into GTAms for a private racing team. Similar cars prepared for private clients may have made up the remainder of the 40 GTAms Fusi mentions. The total number of GTAm-like racing cars could have been still larger. Although the GTAm was not listed in Alfa’s catalog, the special competition parts used in it were, so anyone with a GTV could have built their own.
The 1750 GTAm made its first appearance in competition in March, 1970 in 4 Hours of Monza, the season-opening event of the European Touring Challenge. The GTAms faced competion from 2.3 liter Ford Capris and big BMW 2800 coupes, but the race was won handily by a white GTAm driven by a 27 year-old Dutchman named Antoine "Toine" Hezemans. Hezemans took the lead in the third lap and stayed there for the rest of the race. A Ford took second place, but GTAms finished third and fourth.
The Monza race established the pattern for the rest of the 1970 season. GTAms embarrassed their larger-displacement competition to win outright in six of the nine European Challenge races, take second place in the remaining three, and claim at least three of the top four places in four events. Hezemans drove to four of the overall firsts and two seconds to win the Drivers’ title. Of the remaining contests, BMWs won two and a Chevrolet Camaro won one. Although the GTAm had proven superior to all the competition, the manufacturers’ title for 1970 nevertheless went to BMW.
For 1971, the cosmetically renamed 2000 GTAm now produced 235 HP, but it was also assessed a 20 kg weight penalty. Meanwhile, the competition from the German-built Ford Capris had intensified: the V6 Capri now produced 260 HP. The GTAm was at a disadvantage in terms of power, but it proved to be more reliable than the Fords. By the end of the season, the GTAm and the Capri were tied for championship points, but Alfa was fortunate to have an ace in the hole in the form of its smaller displacement Group 2 entry, the GTA 1300 Junior. The GTA Junior, which faced much weaker competition in the under 1300 cc class, scored the same number of championship points as its larger stablemate, but had more class wins. As a result, the Junior and the GTAm finished first and second in the constructor’s championship, edging out the Fords, and handing Alfa Romeo the title. Hezemans again drove well in the GTAm, but fell just short of the points needed to take the drivers’ championship for a second year, finishing a close third behind Ford’s Dieter Glemser and GTA Junior pilot Gianluigi Picchi.
On the whole 1971 was a successful year for Alfa Romeo. Thanks to the combined success of the GTAm and the GTA Junior, the company took the constructors’ championship for Touring Cars and Alfa drivers finished 2nd and 3rd for the drivers’ title. The GTAm had run reliably and made a respectable showing against increasingly potent competition, but there could be no doubt that the handwriting was on the wall.
In 1972, Autodelta concentrated their efforts on the GTA Junior, which had only weak competition in the under 1300 cc class. The GTAm, on the other hand, faced the increasingly formidable Ford Escorts in the 1600-2000 cc class, and 3 liter Ford Capris and BMWs in the over 2 liter class. Ford had learned how to take advantage of loopholes in the rules that allowed extensive modifications. The 1972 Escorts had engines and suspension pieces from Ford’s Formula 2 cars, and except for the body, had little resemblance to the production Escort. The GTAm, in contrast, was much truer to the spirit of Touring Car competition as a modified production car.
Autodelta entered GTAms only in the season’s first race at Monza, although privately entered cars competed throughout the year. The GTAm continued to be a reliable performer, but this time reliability was not enough to beat the faster Fords. The GTAm managed some class wins, but the season belonged in the end to the GTA Junior. Thanks to the Junior’s strong performance, Picchi won the Touring Car drivers’ title in 1972.
The 1972 season marked the end of a long and extraordinarily successful racing career for Autodelta’s racing Giulia coupes: the original GTA 1600, the GTAm, and the GTA 1300 Junior. It was the last full season that the Giulias were to be campaigned by the factory team. The under 1300 cc Touring Car class was eliminated in 1973, so the GTA Junior was no longer competitive. 1973 also marked the appearance of the Alfetta in competition. Autodelta concentrated its efforts on development of the new car and GTAms entered in only a few events. Nevertheless, private teams continued to campaign the GTAm and the Giulia coupes into the late ‘70s, with good success in national competition. With six championships in international Touring Car racing and innumerable class wins and victories in national competition, the car that Autodelta Director Ing. Carlo Chiti described as "a lucky and popular coupe that was winning everything without having anything special" had achieved an impressive record indeed.
Sources: Maurizio Tabucchi, GTA; Tony Adriannsens, Alleggerita; Luigi Fusi, Tutte le Vetture Alfa Romeo dal 1910, "Programma 70," Il Quadrifoglio, January 1970, pp 10-11; "Regolamenti Sportivi 1970," Il Quadrifoglio, January, 1970, pp. 68-69; "L’Alfa Vince," Il Quadrifoglio, January, 1972, p. 58.