This is the 159 in the National car Museum of Turin.
The 158 is the more successful car ...http://www.ddavid.com/formula1/alfa158.htm said:Towards the end of 1950, the Alfa 159 appeared. It was a heavily redesigned and modified 158 with a de Dion rear axle instead of the swing axle employed previously. It had increased fuel tanks made necessary by an engine producing close to 420bhp at 9,600rpm!
Okay definitely a 158. Here is probably the same car and note the single low(er) exhaust:I'm sorry, but this car is in the Museum since 1961, it's a 1951 Alfa romeo 159.
Interesting and yes agree, but notice that Farina's car is a 'wide-body'.I don't know Pete.
It's very difficult to verify many details on the race cars, every race requires some modifications, you know.
This is a photo of Nino farina on a 159B at Silverstone in 1951.
Peter Giddings Alfetta was built to 158D specs and has a narrow body. So I'm some what confused because the 1951 159 that Fangio won his first WDC has the wide body. I would like to know the reason for the wide body? Maybe Fangio's 159 was a 158B modified with a de-dion rear end?http://www.petergiddings.com/Cars/alfa_158.html said:The Alfa Romeo 158 (commonly called "Alfetta" or little Alfa) is one of the most successful Grand Prix race cars ever produced. It was originally developed for the 1937 voiturette formula which limited displacement to 1.5 liters. In the late 1930s, Alfa Romeo had not been competitive with the German Grand Prix teams of Mercedes and Auto Union so Enzo Ferrari made the decision to compete in the voiturette class. The result was the Alfa 158, designed by Goiacchino Colombo in Milan but built in the Scuderia Ferrari headquarters in Modena. The car's name is supposed to have come from the 1.5 liter engine with eight cylinders.
The engine displacement was 1479 cc with 58 mm bore and 70 mm stroke and a single-stage Roots supercharger which gave about 17 psi of boost. The engines were very light, with the crankcase and sump being cast in Elektron, a magnesium alloy. The block and head are an aluminum alloy monobloc casting to avoid gasket problems. It has thin-wall steel screw-in wet cylinders and steel valve-seat inserts. The two overhead camshafts are driven by a spur gear train at the front of the engine. Two valves per cylinder are inclined at 100 degrees. The crankshaft is chrome-nickel steel billet and runs in nine lead-bronze main bearings. Ignition is by twin Marelli magnetos. The cars had a tubular frame and the trailing arm front suspension had a transverse leaf spring with hydraulic dampers. The rear suspension was a swing axle with transverse leaf spring and both hydraulic and friction dampers. The wheelbase was 98 inches with a track of about 49 inches. The dry weight of the car was 1564 pounds.
Soon after the construction of the first cars was completed, Alfa and Enzo Ferrari parted ways and the four cars constructed were returned to Milan where the cars were debuted by Alfa Corse in the Coppo Ciano in 1938 where they finished first and second. The cars at this time had a narrow body and produced 190 bhp at 6,500 rpm.
Alfa Romeo began 1939 by producing an additional four 158s (now referred to as 158B). These new models featured an updated lubrication system as well as larger supercharger rotors. With these upgrades, the cars now produced 225 horsepower at 7,500 RPM. These cars had wider bodywork and larger radiator cowl and single exhaust higher on the body offside. When World War II began, racing stopped and the Alfa 158s were hidden away until 1946.
When racing resumed in 1946, Alfa brought out the 158C, the first of the two-stage supercharged cars. They produced some 260 bhp at 7,500 rpm and featured twin exhaust, and a forward-facing under-bonnet air-induction trunk to feed the two-stage blowers which now produced over 20 psi.
The Alfa 158D was developed in 1947 and is also known as Alfa 158/47. This car featured a larger primary blower and single exhaust pipe with the carburetor intake extended to the front spring. The additional boost from the larger supercharger resulted in an engine that now produced 350 bhp at 8,500 rpm. The car also had lowered front and rear springs for improved handling and new, very attractive low-nose bodywork. In 1950, the first season of 'modern' Formula One racing, with drivers Giuseppe Farina and Juan Manuel Fangio, the Alfa 158 was victorious in all eleven races it entered. Farina won the World Championship for Drivers that year.
The final version of the Alfetta was the 159, with de Dion rear axle, larger superchargers, twin exhausts, larger diameter and width brake drums and carburetor air intake via a scuttle scoop. This final version of an engine that was designed in 1937 now produced some 420 bhp at 9,500 rpm, with occasional bursts to 10,500 rpm. The connecting rod big ends now had needle roller bearings. The two-stage superchargers finally developed a boost of approximately 45 psi. The penalty was that the rich fuel mixture that was required to produce this power came at the expense of fuel mileage, getting about 1.5 miles to the gallon on the Shell Dynamin fuel which was 98.5 % methanol, 1% castor oil, and 0.05 % water. With a weight of only about 1600 lbs, the top speed exceeded 300 kph or about 190 mph. Fangio won the first of his World Championships in 1951 in the Alfetta. When Alfa retired from Grand Prix racing at the end of 1951, the Alfa 158/159 had won 47 of the 54 Grands Prix in which they had entered.