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Alpha Montreal, at the end of an era

Alfa Romeo Montreal, at the end of an era

The Alfa Romeo Montreal is a classic case of a car dominated by its engine. Apart from the T33, no other vehicle of the Milanese brand shares its V8. Although not exactly the racing version, its basic architecture is exactly the same, and the 2.593cc aluminum block delivers 200 hp thanks to four chain-driven overhead camshafts. A V8 that could turn 7.000 laps was something really special in 1970. The car also maintained the dry sump lubrication system of its racing brother, while relying on SPICA mechanical injection and double ignition to power it. The final weight of the set was only 1.270 kilograms.

However, underneath Gandini's spectacular dress, painted in the most extravagant colors of the time, was a chassis that was not so sophisticated. The chassis of the 105 GTV used in 1967 gave way to that of the Giulia saloon, because the wheelbase was longer. With the four-cylinder 120-horsepower engine everything was fine, but with the derivative of the T33… it was something else. The Montreal chassis is its weak point: although it sports a special ZF 5-speed gearbox, larger brakes, reinforced suspension and limited slip differential, it continually struggles with a 55/45 weight distribution that it can't help but understeer with. ease.

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Another Italian work of art, deeply representative of the lines of the seventies

The new GT took until 1971 to start rolling off the assembly line, a year in which 674 units were built. The production process was very complex: when the frames were ready they were sent from Milan to Turin, to the Bertone facilities. There, the semi-artisan bodies were assembled, treated and painted, as well as the interiors. Finally, they returned to Alfa Romeo to receive the V8 heart. This schematic - and its engine - may explain why the Montreal was so expensive, costing more than a Jaguar E or Porsche 911 in most markets.

Although equipped with a mechanics derived from competition, the new Alfa never triumphed in the races. Autodelta tried unsuccessfully in 1973, with a Group 4 that looked fantastic and won absolutely nothing. Later, American -Bobcar-, German and Dutch specialists achieved greater success in this regard, but the Montreal, like the Porsche 928, was never designed to race.

Despite the slowness in filling orders, the new Alfa was well received by the press. It was punchy and looked fabulous, so initial sales were good. By the end of 1972, around 3.000 cars had been purchased by enthusiastic owners. However, less than 700 copies would be marketed over the next five years. What had happened?

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The crisis blew up Montreal sales

The 1973 Arab-Israeli Yom Kippur War, the subsequent oil crisis - the car drinks about 18 liters per 100 liters on the highway - and a kind of loss of innocence and hope for a better world did little to create a context in which to sell the egocentric concept of Montreal. Times of pessimism began, in which everything was put into question; the Watergate case and the Vietnam conflict were the main topics of debate… In short, a change of era loomed over a new car that was the quintessence of the final decade of the golden age from 1945 to 1973.

Production ended in 1975, although units that had remained in stock were registered until 1977. In total, 3.717 GT's were manufactured, 180 of them with the right-hand drive. The car was not marketed in Spain, although a handful of copies entered the Barcelona Motor Show free of import duties. The Montreal that you see in the photos is one of them.

According to Alfa Romeo archives, this unit was on the Bertone stand from 1975 alongside a Lancia Stratos and the Ferrari Rainbow bodybuilder prototype. It was then bought by a Valencian orange merchant, who later sold it to a man from Malaga who took care of it for 22 years. This transferred it to a third owner, resident in Cordoba, who in turn got rid of it a little over a year ago so that it would come into the hands of its current owner, the Englishman living in Madrid who subscribes to these lines.

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Two-seater cabin, with everything you need to ride the European expressways

Alfa Romeo Montreal, in practice

What do we have to keep in mind in an Alfa Romeo Montreal? In more humid climates, corrosion, although this should be less pressing than in other Alphas of the time. And above all, the mechanics: if you have a problem with your engine, it will probably cost a lot of money to fix it, and only a few specialists will be able to do it. The SPICA injection is particularly difficult to set up, although it is reliable once the job is done.

Of course, if we have just said that there are few people with the necessary knowledge to get their hands on the propellant as a whole, there are still less capable of repairing the mechanical injection. To be more exact, only three people are capable of doing it: one in the United States, another in the United Kingdom - who never picks up the phone - and a third in Switzerland, who was the one who finally fixed mine.

Another important thing to keep in mind is that, even when the Montreal is in perfect running order, you can't just jump in, start, and race; If you don't warm it up with care -engine and transmission-, it will make your trip bitter. This is not a car for speeding away.

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It seems ready to start and go, but first you will have to warm it up

On the other hand, once hot it is majestic. The view of the hood is spectacular, the interior being comfortable. The GT responds decisively to the throttle. The rear view is not that good, the driver is sitting low, and the steering is heavy, making maneuvering difficult. Parking is a true nightmare and any touch on the nose will leave its mark on the chrome “bumper”. The engine sound is melodiously high-pitched.

A Spanish owner who has owned a Montreal for quite some time, plus a garage full of impeccably restored Gt's, claims that “It is a very particular car. You have to understand it and you have to pamper it ”. It is a car that you have to know and understand.

The meandering ZF gearbox is a bit confusing at first, and the brakes don't stick out or stop, they just do their job; actually, they would improve a lot if the original calipers were replaced by four-piston ones. Steering is slow, awkward on twisty roads. It is actually very different from the Alfas 105 series sports cars whose chassis it shares!

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Due to technical problems, we regret not being able to offer you a video
in which to appreciate the dynamic behavior of this beauty

Its tendency to understeer can be easily corrected with a kit that includes lower damping and a more rigid front roll bar.

Despite these criticisms and the possibility that with small improvements this GT can be transformed into something much better, it is still sensational. The reaction it causes in other drivers is justified, thanks to its metallic green paint from another galaxy, its sharp lines - so different from those of today -, the slatted eyebrows of the headlights or the multiple steel trims. stainless steel, all glistening in the Mediterranean sun.

In a way, it seems that Montreal has finally had its time. None of the great postwar Alphas - until the current 8C Competizione - were loved in their time. The Montreal looked amazing in 1972, if baroque in 1976. Now it looks fantastic again with its striking bodywork, with its unusual colors. He is a worthy representative of the first half of the seventies, the peak of an era, very capable on the road and very grateful if he is cared for with care.

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Any little touch will mark the nose. On the other hand, notice the eyebrows
of the headlights, which make it look like a car with bad fleas

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My Alfa Romeo Montreal

If you are thinking of getting one of these macchinas, I will briefly make five observations:

1. You need to know how to enjoy being the center of attention. Less than 4.000 Montréal were made and probably less than 10 were marketed in Spain.

2. Montreal is beautiful when parked, but difficult to park.

3. It's a car that looks great in the city, but in this environment it's really like a fish out of water.

4. It is a great GT, with the clear disadvantage of having only a range of 200 km per fuel tank. On the highway it consumes an incredible 18 liters per hundred.

5. The dynamic capabilities of the Montreal can be greatly improved with a few modifications, but it will still not be a sports car. As far as driving is concerned, it is difficult to compare it with that of the Alfa 105, even though they share a chassis.

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Unmistakable: Marcello Gandini in the days of Miura

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What to consider when buying one

♦ Don't be tempted by a cheap price.

♦ Don't think you can fix a misfire by changing the spark plugs.

♦ Do not think that your Alfa Romeo dealer is going to sell you the parts you need.

♦ Don't buy the car if you can't afford the enormous amount of fuel it consumes.

Put the five senses in the state of the motor. You should also pay attention to possible corrosion, although this should not worry you as much as in the rest of Italian cars of the seventies.

♦ Buy a Montreal that is whole. Interiors are especially difficult to find.

♦ Make a commitment to drive it regularly and to give it the care it needs.

♦ If possible, buy a car that is already made (but well made!)

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The brakes appear to be well ventilated. Exhaust vents are today an example of refinement

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Finally, how is the market?

Many Alfa Montréal went into the wrong hands, and very few found a home in the United States. Furthermore, until recently, there has not been an economic incentive to restore them, as the sale price on the market would not compensate for the investment. On the other hand, the lack of spare parts has meant that a large number of units in good condition were used as donors, especially those with a small accident on top.

It is precisely now that the Arese model is being revalued, thanks to its recognition as a work of Italian automotive art made by hand and animated by a unique engine. Given the complicated nature of the car and its scarcity, a unit in original condition is worth relatively more than a restored one.

The best Montréal, often restored, sell on an international market for between € 40-45.000, while specimens in their original state, well-maintained, can be bought for between € 27 and € 35.000. It is risky to buy one below 25.000.

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Written by martin horrocks

My name is Martin Horrocks. Since I came to live in Madrid in 2006, enjoying my passion with the rest of the fans is what has best helped me to integrate into Spanish society. Day by day I drive a Fiat Panda 100hp, an exciting and fun car, although I also have a ... Read more

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