The Alfetta chassis was derived in 1975 and was attached to the Alfetta sedan and Alfetta GT (coupe). The chassis replaced Alfa's proven albeit aging Giulia design with its light solid rear axle. The new design used a de Dion rear suspension. The transmission, clutch, and inbord brakes were moved from just behind the engine, as with the Giulia, to just in front of the differential. This layout offered damn near perfect weight distribution for crisp turn-in and mid turn balance (read good handling) but was expensive to produce. The driveshaft, with several rubber shock absorbing doughnuts, proved to be a chore to maintain. The Alfetta GT sported 4 wheel discs brakes, a 5-speed, rack and pinion steering, the great chassis that made Alfisti proud to be Alfisti, not to mention the free-revving two-liter 4 cylinder. It replaced the earlier series 105 GTV rather than being sold along side it like what was done in Europe. Road & Track named the Alfetta GT as one of the “10 Best Cars for a Changed World” after criticizing its lack of legroom, vague shift linkage, and lack of brute power. Styling of the Alfetta GT, which was later named the GTV, was identical to the later GTV-6, set aside the hood bulge to make room for the V-6 engine in the later car.
The Alfetta sedan didn’t fare quite as well as the GTV because it didn’t suite the needs of the American buyers, although it performed admirably in Europe. The American buyers wanted their sports sedan to be unique and have uncompromised sportiness, something that the domestic manufactures, would not or could not offer. But what they got, besides the power plant, was a mundane Alfa with a plush interior and soft suspension adequate for grandmothers to cruise around in. Oops. Slight miscalculation there.
Once the V-6 luxury sedan was developed, Alfa realized that potential buyers wanted sporty vehicles. And the development of the infamous GTV-6 had begun. |
