Intake Manifold Prolongation

Here you you can see the aluminum parts from histo:tec I use to prolong the intake manifold. This is a length of 40 mm. Parts are also available in 25 mm length. A longer intake manifold will produce more torque at a lower rpm range. This is to compensate toque loss below 3500 1/min due to the hot camshaft.
O-rings on both sides seal against the manifold and the Webers. The diameter is 40 mm (45 mm parts are available, too). Please check the necessary room in the engine compartment especially at Bertone GT cars with original air filter box. The carburetor support link and the throttle linkage must be prolonged, too.

High Lift Camshafts

Finally my new camshafts arrived from regrinding. CAMPRO did a good job to get the best benefit from the old Alfa 105480320051 cams. The new grinded base circle is 25,3 mm and they realized a maximum lift of 10,7 mm from the given cam profile.


Furthermore they did nitrating, straightening and polished the slide bearing areas. Clearance between the lobes and the head is ok.

Camshaft Profile

To get an improved 1600cc engine for street driving an adequate camschaft profile is necessary. I've chosen a pair of cams which is quite similar to the Alfa Grp. 1 cam part no. 115010320032. From different sources (original Alfa cam data, IAP, Kent Cams, Schleicher, J. Kartalamakis, Alfa Bulletin Board, Colombo & Bariani, etc.) I have chosen a cam with these data:

- max. lift 10,97 mm
- duration 286 deg @ 0,35 mm clearance
- 243 deg @ 0.05" clearance (for those who are Americans)
- 248 deg @ 1,0 mm clearance
- timing: 110 deg lobe center (on both inlet and outlet cam)
- max. valve opening overlap @ TDC 2,5 mm

To improve the profile I calculated the lobe geometry according to Benzingers Formula using smooth intersections between triangular mathematical spline formulas. These cams are regrinded from original Alfa 105480320051 camshafts by CAMPRO, Bochum/Germany. See http://www.campro-technologie.de.

Valve lift (black), speed (reed) and acceleration (blue)

Valve lift curve, calculated curve (blue), Grp. 1cam (magenta)

Valve timing chart (0 deg = TDC)

Cylinder Head Preparation - Part II

This is a view through the inlet port on the open intake valve before porting an polishing the inlet port. At 1600cc engines the valve guides are not much penetrating into the port. They needn't to be shortened nor machined.
The head is milled to a total heigt of 111.2 mm. As a consequence the diameter of the in-head combustion chamber is only 77 mm. It is 1 mm smaller compared to the engine bore of 78 mm. To avoid collision with the piston a chamfer is often recommended when milling the 1600cc head to achive high compression ratios. I measured the volume of the in-head combustion chambers to 63 cm³ each.


These are the new parts of the valve spring mechanism. You can see the inlet valve (bottom), the sodium filled exhaust valve, spring seat, shim, inner and outer valve spring, spring retainer and two valve keys.
As you can see, the valve keys at the outlet valve are different from the original Alfa inlet valve. They have three "rings" instead of one. I sourced them directly from TRW Automotive GmbH, Hauptstraße 10, D-31699 Beckedorf (TRW No. K8A090M0).

In addition to that there are a set of new valve guides, valve gaskets and valve seats with a three angle valve job (15/30/60 deg). To be continued ...

Air filter housing

I modified the intake system and put a new fine glossy black paint on the air box. All boreholes inside were enlarged to 14 mm diameter and a new K&N-Filter with lower air flow resistance is used.


The tube to the cylinder head cover is not mounted due to an oil catch tank on the exhaust side of the engine.

2nd @ Oldtimerausfahrt Bietigheim

I got another cup at SG Bietigheims weekend on Sunday 8th July 2007. I finished 2nd of 13 participants in the group 1971 - 1987. A late Ford Escort XR 3i was first - damned second-hand car.

Cylinder Head Preparation - Part I

I just started preparing my 1600 cc cylinder head. Stage one tuning consists of cleaning the head, milling -1 mm to increase compression ratio, 3-angle valve job (15/30/60 deg) and porting all air passages. New parts are

• intake and exhaust valve guides
• new valves, exhaust valves sodium filled
• new higher lift performance camshaft (286 deg, 11 mm lift)
  
• prologation of the intake port system
  

I gave the head to Theilacker machine shop. The work is done on this milling maschine. My Alfa head of course is much smaller than this Maybach head on the bench.


Theilacker has a long tradition as a maschine shop for large gasoline (Deutz) engines. In the early days they had a mobile replacement parts service for MWM engines. MWM is Motorenwerke Mannheim. They supplied for example farm tractor maufacturer like Fendt or Eicher.

Compression measurement

Recently I found this compression value sheet from 2001. The compression of each cylinder is between 12.75 and 13 bar measured with a MotorMeter gauge.

Road wheel power

The G-Tech measures horsepower though the formula:

vehicle speed * acceleration * weight of the vehicle = power at the wheels

The more accurate the vehicle weight is entered, the better the measurement will be. I asked the people from a local grain mill to use their scales and got 1145 kg with driver. The G-Tech deliveres rear wheel horsepower. This horsepower includes the loss of power through the drivetrain which is approximately 15%. Rear wheel horsepower is what most people are interested in because that is what they experience when driving. The use of flywheel horsepower measurement is often used in advertising, but not very realistic when it comes to accelerating the vehicle.


For more information about the G-Tech RR device see here: G-Tech-Home

A run consists of a straight on acceleration from stand-still to maximum rpm in second gear.

This is the result of an actual measurement after some work with MS Excel. The red line is the calculated torque at the driven wheels, derived from acceleration and weight.
The blue line is calculated wheel horsepower. The 1600cc DOHC engine with some modifications produces about 90 hp at the rear wheels. This means approximatily 108 hp at the flywheel.

There may be some uncertainties in this result because this is only one measurement. I have to make several measurements and then calculate mean values. This story will go on ...

Bicycle Speedometer

To get an information about average or maximum speed I included a digital speedometer Sigma BC 1200. For calibration it is necessary to input the exact wheel circumference which is also called wheel size factor. It can be measured on the car or it can be determined by the help of this table:

The sensor I use is a wheel sensor with magnet glued on the inner side of the rim. If a cardan-drive shaft sensor is used, the wheel circumference must be multiplied by 0.2195 to get the wheel size factor.

I calibrated the speedo with a GPS based navigation system. The correct wheel size factor for 195/60 R 15 tires is 1882 mm.

Digital instruments unfortunately are not always allowed in historic rallying and this particular one has not backlight function.

Alfa DOHC 1600cc engine at it's time

Engine power of the Alfa DOHC engine was not so bad - compared to other cars and makes at the beginning of the 1970s. The 1600cc double Weber carbureted engine was at the top of the line. Only fuel injected 4 cylinder engines offered slightly more power.

Engines with 1600 cm³ capacity (single carb., double carb. and fuel injection)

Front suspension

There are not much things to make better at the front suspension of an road going Alfa:

• Bilstein shocks
• Superflex Poly bushing between trailing arm and upper lateral arm
• Lemfoerder forged upper lateral link (# 032.311.003.501) with reinforced inner bushing (taken from lower A-arm)

Values for suspension alignment:

Toe-in: 0° 14' (positve toe-in, 3 mm distance between rims)
Camber: 0° 20' +/- 30'
Max. camber difference between left and right wheel: 0° 40'
Caster angle: 1° 30' +/- 30'
Max. caster angle difference between left and right wheel: 0° 20'
King-pin inclination: 8° 35'

Brake conversion

To upgrade and lighten the front brakes I've chosen a pair of Brembo 2-piston fixed calipers from the Alfa 75 1.8 turbo (1779 cm³, 110 kW) which was in production from Sept. 1986 until Feb. 1992. The calipers use exactly the same 48 mm piston diameter, so that the brake force distribution remains equal. But the area of the pads increased from 140 mm² to 201 mm². This should be ok to prevent excessive wear and fading.


A pair of new brake lines (intermediate tubes) had to be manufactured. M10x1 nut thead thread fits the brake hose (steel hose type, see below) and M10x1 screw thread is used for the saddle thread. The brake force diagramm of the GT junior shows that there is not so much difference between the original brake layout and the Brembo/Alfa 75 design.

Calculated brake force diagramm

New steel-flex brake lines from Dickhaut-Specials were used, too. Remember that the Brembo caliper has M10 x 1. The line length is 38 cm at the front and 40 cm at the rear.

Brake assembly in the car

The calipers are made for wider vented brake discs. so I had to open the caliper and remove two spacers - thats all. Brake disk is Brembo, too, matching the GT 1300/1600 (diameter 267 mm). It would be possible to use vented discs. If you like, have a look at the Alfa Montreal disk or at Audi 90 GTE discs. The brake force according to the german TÜV measurement is 220 daN per wheel.

Alfa GT 1300 junior original Specs

Production Years	1966-1977, earlier model from 1966 on with step-front, from 1971 flush front, later model GT junior 1.6
Chassis #	105.30. LHD and 105.31. RHD
Number and layout of cylinders	4 in-line
Bore and stroke	74 X 75 mm
Displacement	1290 cc
Compression ratio	9:1
Horse Power	90 hp DIN, 103 hp SAE at 6000 rpm
Maximum torque	14 mkg DIN at 3200 rpm
Fuel supply	double Weber 40 DCOE 28 horizontal twin-choke carburetors
Fuel tank capacity	46 litres (reserve 7 litres)
Coolant capacity	7.5 litres
Oil Capacity	6.5 kg
Gear ratios	3.304:1 I, 1.988:1 II, 1.355:1 III, 1:1 IV, 0.860:1 V, 3.01:1 in reverse
Final drive ratio	9/41 = 4.555:1
Wheelbase	2350 mm
Track	front 1320 mm rear 1270 mm
Length	4080 mm
Width	1580 mm
Height	1310 mm
Minimum ground clearance	120 mm
Tires	155 SR 15 or 165 SR 14
Brakes	four-wheel discs, ATE-servo ATE 1-piston fixed caliper, drum in hat hand brake (rear)
Steering	Burman recirculating ball
Turning circle	10.5 m
Electrical system	12 volts, 300 W
Battery	45 Ah
Weight	kerb 1020 kg, loaded 1360 kg, measured weight 1145 kg (with driver & fuel)
Acceleration	0-100 kilometers 12,1 secs

Hanhart Digital Triple Timer

I replaced my old TRF Triple Timer with this Rallye approved digital Hanhart precision instrument. Less number of buttons means more easy to use!


I wounder how long the tiny LR44 batteries will hold the needed voltage. AAA type batteries certainly would be better. Let' see ...

Tripmaster Retrotrip 2

When participating in historic rallying you will need a Tripmaster. Because of the high cost of NOS Halda Tripmasters I preferred the new Brantz Retrotrip 2 from England. It has a speedometer cable sensor and two mechanical counters which can be reset to zero.

Here you can see the gauge mounted on the dashbord next to a DCF77 clock, a mechanical stop watch and a digital triple timer. The home made "Rallye Board" is illuminated and has further conectors for the GTech measurement device and a 12V outlet.

New "old style" 15" alloy wheels

It's not easy to find a set of 15" alloy wheels fitting the Alfa 108 mm bolt-hole circle. European Ford Mondeos or some Peugeot cars have an equivalent spec. These are German manufactured R.O.D. Leichtmetallräder GmbH - Rondell 26 6.5 x 15" wheels on the GT junior. The wheel offset is 25 mm (ET). Tires are 195/60 R15 Bridgestone RE720.


I use 10 mm spacers at the rear axle on each side to trim the vehicle to neutral steering.

Battery in the trunk

The battery moved into the trunk to achieve a better weight distribution. I removed the spare wheel and added a bottle of Tire-Fit. On top of the battery box cover you can see an Anderson connector to connect an external power supply or 12V charger. This kind of plastic box is usually used as a battery box for boats.

CSC Sports Exhaust

It wasn't easy to find the right exhaust system for my 1600 cc Alfa 105 engine. I prefered the CSC Marmitte steel sport exhaust system from Italy. It fitted exactly to my engine. Here you can see the 4 in 2 manifold. I'd better sprayed it with VHT Manifold Colour from KTS American Parts. What's your experiance with that? Does it really withstand 820°C? The first silencer is competely replaced by a flexibel joint.


The sound is very exciting but not too loud. Increase in performance? - Dont't ask!
I purchased it from Stefan Götzelmann Vintage Alfa Romeo Cars. Nice work!

Stock 1972 GT junior

After driving from 1972 to 1987 in Cagliari, Sardinia, this GT junior came to Germany (Dec. 1st, 1987) and was partially restored. The former owner decided to paint it Ferrari Red Code L300 in 1991.

Alfa GT junior like it looked in June 2003

Later between 1996 and 1998 the engine and gearbox has been dismantled and built up like new. The car was re-immatriculated in Germany on July 30th, 1998. From June 26th, 2003 I continously work on improvements of the car.

GTV 2000 Seats

NOS sets from the later GTV 2000 with contemporary head restraints offer a minimum of safety.
Seat consoles must be adapted to the car by two pairs of sheet metal (ST-37 steel). Geometry differs from vehicle to vehicle. A drawing example see here:




How would a pair of red Schroth ASM autocontrol II safety belts would look like?

Alf a GT junior with late GTV style front seats

6 x 14" ATS Wheels

This is not a success story. Recently I got a set of pretty good looking 6 x 14" ATS wheels for the Alfa 108 mm bolt-hole circle. The wheel offset was ET 38 mm - corresponding to the original Alfa 105 size. 10 mm spacers at the front and 30 mm (!) spacers each side at the rear were no problem.


Tyres were Continental Sport Contact 185/70 R14. These wheels gave the GT junior a distinctive "German Look" of the early seventies. Unfortunately these tires offered a very good ride comfort but no sporty driving properties.

The wheels had a lateral and radial run-out of more than 2 mm. This lead to tremendous vibrations at speeds between 80 an 120 km/h. As a result I graded up to 15" wheels or use the standard 14" steel wheels with inox Alfa hub caps.

MSD Ignition

The MSD 6 Series Ignitions feature a capacitive discharge ignition design. The Alfa stock ignition is an inductive ignition. In an inductive ignition, the coil must store and step up the voltage to maximum strength in between each firing. At higher rpm, since there is less time to charge the coil to full capacity, the voltage falls short of reaching maximum energy which results in a loss of power or top end miss.
The MSD Ignition features a capacitor which is quickly charged (within one millisecond) with 460 - 480 volts and stores it until the ignition is triggered. With the CD design, the voltage sent to the coil is always at full power even at high rpm.

The MSD 6 Series produces multiple sparks for each firing of a plug. The number of multiple sparks that occur decreases as rpm increases, however the spark series always lasts for 20° of crankshaft rotation. Above 3,000 rpm there is simply not enough "time" to fire the spark plug more than once, so there is only one powerful spark.

My MSD 6 is triggered by points. I use the BOSCH distributor # 0 231 110 044 JF4 which has a two stage advance curve with a steep advance gradient below 2000 rpm. Starting o fthe engine has improved very much when using new NGK BP6E plugs instead of Golden Lodges. The MSD control unit is mounted next to the air filter housing.

Cylinder Head Cover

Show and shine again: Polished cylinder head cover replaced the old dull aluminum cover.
Have a look at the aluminum oil catch tank next to the battery improved in appearance with a K&N filter. BTW: There has never been oil in it, so what.

Red silicone ignition cables are a MUST on 105 Alfa engines. :-)

Historic Rallying

This is the result of 2005 and 2006 participation in historic rallying.

• 3rd place @ MSC Herrenberg "Gäu-Veteranen-Rallye" 2005 (vehicles from 1969 to 1972)

3 Alfas were leading in Mercedes county!

• 2nd @ MSC Weil der Stadt Rallye 2006

Lamp Covers and Steering Wheel

Rallye look of the old days. I just sewed a pair of protector caps for my 160 mm BOSCH high beams. Special thanks to Boris for the checkered genuine leather he used for the VW bug bra.




And this is the original interior of the Alfa GT 1300 junior (step front) -
the two spoke steering wheel looks a little bit simple and dreary.


My latest mod: Wooden Hellebore flat steering wheel. If you need help to get such a bright, shining surface I recommend Claudio Tescari from Classic Car Parts in Cologne, Germany.

Steering wheel inside GT junior

Scuderia Non Originale (TM)

Scuderia Non Originale is a trademark of Gary Williams, Washougal, Washington, USA. Used by permission."

In 2005 I joined as "Director of the German branch".

Gary williams explains it like this:
"SNO was founded by a group of Alfisti in October of 2004, at the annual Concorso Italiano in Monterey, CA. The charter members live in the San Francisco Bay Area, mostly in the region south of San Francisco widely known as Silicon Valley. They include three engineers (Tom Sahines, Richard Lane and Ben Lamprecht), an auto parts manager and former Alfa mechanic (Steve Smith), a former Yahoo web wizard who now works for the government (Ted Williams), and former business owner turned lay-about (Gary Williams).
Cars include several GTV's & GTA's, an assortment of Giuliettas, a Junior Zagato, a Giulietta Spider race car, a Milano Verde, a stunning Turbo Alfetta GTV, and an ever growing list of other Alfas, Panteras, Ferraris, Maseratis, and other Italian makes."

There are only two requirements to belong to this group:
(1) You must be more enamored with Italian cars than is emotionally or financially healthy, and
(2) You must not be offended by fellow enthusiasts who change the wheels on their cars, modify mechanical systems, or make other changes, such as painting their cars non-stock colors.

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To Become a Member

1. Reread rules 1 & 2 listed above. By joining SNO, you are acknowledging that you will pay NO dues, attend NO meetings, and will refrain from mocking non-originale Alfas and other Italian sporting machines ... at least not openly.

2. Send an e-mail to : SNO at greend dot com.

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