in

What about the classic love of Alfa Romeo?

ER Classics Desktop 2022

In the National Classic Research 2017 we look at the classic love of manufacturers and importers. Today: Alfa Romeo.

You can only be successful as a brand if you know where you come from and are proud of what you do. In the case of Alfa Romeo, that should not be that difficult. Jeremy Clarkson rumbles from the rooftops that you will only be a real car enthusiast once you have had an Alfa. And more importantly: Enzo Ferrari only dared to start his own sports car brand after he had learned the trick at Alfa. Moreover, that is by no means the only highlight in the more than 100-year history of the Anonima Lombarda Fabbrica Automobili.
Henry Ford recorded the following: "When I see an Alfa Romeo go by, I tip my hat." The first Formula 1 race? Won by an Alfa. The first Formula 1 world champion? Reed Alfa. In short: if we were to work at Alfa, we would cherish that wonderful history. After all, there are few brands that can match it.


Component supply

Nevertheless, Alfa drivers who took part in our classic survey find that the involvement of importer and manufacturer leaves something to be desired. 'I give a meager 5 for that,' says Dennis Jansen. 'I am a member of the SCARB, with the advantage that you get a discount at the dealer network. Sometimes that makes a difference in terms of parts, but the dealers often no longer have the expertise in-house for the more complex matter and diagnosis. ' Those parts must be available: for the parts supply of his 166, he gives a 3. That is what Arjan van den Brand also says: 'The parts supply is seriously insufficient!' Rik Jongen even took drastic measures: 'The parts supply was partly the reason that I got rid of my 916 GTV and 156 GTA, which were almost impossible to do as daily transport. The older generation of Alfas and especially the types from the 90s and early this century are a drama. Normally I had no problems with that, then I started working with the bike. But last year we moved out of town, in a village, and had a baby, so I couldn't afford to wait or look for parts anymore. Especially the GTV 3.0 from 1999, the 164 and the 156 GTA were terrible, because reasonably essential items such as engine mounts or shock absorbers are no longer available. '

Business cases

Spokesperson Toine Damo of importer FCA Netherlands: 'As a manufacturer, we have an obligation to supply parts for another ten years after production has ended. FCA generally supplies parts and service for much longer, but demand and business case are considered. The availability depends on the vehicle fleet that is still moving. For example, for an Alfa Romeo 147 and 159 all parts are still available, but for a GTV and Spider, not all parts are available anymore through FCA. '

Numbers

So it's time to take a look at those numbers. Of the 67.266 Alfas with a Dutch license plate, 22.576 were built before 1 January 2002. Almost a third of the Alfa's is therefore a young timer or classic. There are 7.560 Alfas in the Netherlands that were built for 1 January 1987 and there are also 19 pre-war Alfas. Strangely enough, however, there are many more 156s - for which, according to the owners, no more all parts are available - than 159s, for which the parts are still supplied as usual.

Type Amount
Total 67.266
First authorization before 01-01-2002 22.576
First authorization before 01-01-1987 7.560
prewar 19
Alfa Romeo 33 651
Alfa Romeo 75 827
Alfa Romeo GTV 548
Alfa Romeo GTV 716 398
Alfa Romeo Giulia 1.328
Arna 3

More about it National Classic Research 2017 you can read in the February issue of Auto Motor Klassiek. That is on 20 January with the subscribers and on 24 January in the store.

 

2 Comments

Give a reaction
  1. I have never noticed anything of problems in the parts supply .. perhaps because I do not go to the brand dealer for maintenance, but to the specialist .. who does have old stuff in stock, or knows how to find it. And also a lot cheaper.

Give an answer

The email address will not be published.

The maximum upload file size: 8 MB. you can upload: image. Links to YouTube, Facebook, Twitter and other services inserted in the comment text will be automatically embedded. Drop files here

Now in store

View the 40-page preview via or a click on the cover.

The August issue, containing:

  • Fiat 127 from 1972
  • Heemskerk V-twin, the best motorcycle BSA has never built
  • Restoration Mini Traveler 1963
  • Peugeot 104, a party
  • Volkswagen Golf Country was too far ahead of its genre
  • Driving with a Yamaha R5 (1971-1972)
  • Report Wemeldinge Classic Races
  • Duplicate type designations - Part XVI
cover 8 2022 300

The perfect reading material for an evening or more of undisturbed dreaming. It is now in stores. A subscription is of course better, because then you will no longer miss a number and you are also € 27 cheaper. Not bad in these expensive times.

proud of what Their Brand has made again.  "She'll learn that, those Japs.  Recovery: Muffs! '  The liquid-cooled V-twin is beautiful in its design.  And we're not talking about the 60 degrees, liquid-cooled V twin with its four valves per cylinder and its double overhead camshafts.  And we also had 120 hp at 8250 rpm from 1130 cc.  But that couple of 108 Nm at 7.000 touring is great fun again.  No, that's just stupid technology.  Nice that it has proven to stay whole and that it sounds nice.  The beauty is simply in the appearance of the engine.  The exuberant mass of metal looks brutal, but also subtle.  Unlike the matchbox plaque of many Japanese engine blocks, this looks like "Technology."  An engine that, in a light spreading position, makes it very clear that it is not just a motor, but actually a 'Power source'.  Autistic girls are just as impressed by it as the distraught stoker on the VSM museum steam locomotive.  Poets become 'angeheizt' and adolescents spontaneously see the upper lip and wider shoulders when they see the V-twin.  That, of course, applies to boys' adolescents.  Oh yeah; motorcyclists want to start the block to listen to it for hours on the road and watch it endearing during terrace stops.  So much passion for you so far?  Then you need a new BMW.  You can also be happy with that.  If 'happy' is not too wild a concept for you.  That engine block is like a piece of jewelery embedded in a frame with which the Brand has suddenly stripped of its reputation as a traditional engine maker.  The massive curvatures of the frame are reminiscent of a very mature python that is thinking about how many calories were in its last tourist.  The curves are languid, but radiate power.  The whole is beautiful, but also threatening.  And the pure beauty is stained by something that you can only call 'obscenity'.  Our German neighbors call it "HOT".  That term fully covers the load, but with the Dutch 'hard G' it sounds less sultry.  All that three-dimensional bending of those thick tubes is not a cat's piss.  Harley models these pipes with hydroforming.  Or actually 'Hydraulic Forming'.  Or "hydromolding".  That branch of sport was invented sometime in the fifties to make kitchen tops and is currently very common in the car industry.  Ah, and in the rocket industry.  For rocket exhaust cones.  At Harley the frame tubes are filled with oil.  Then they go into molds and the oil is pressurized.  The hot oil blows out the pipes from the inside in the form of the mold.  Easy right?  Not really.  More than 12 pumping sessions are often needed before such a part is molded from the inside.  The V-Rod, to name it in general, is long, low and looks a bit mean in common.  The finish of the thing is top and as a motorcyclist you are surprised that you can just sit on it.  Very different than on your own bicycle.  But it doesn't feel like something the physical therapist or the vice police should come to.  The V-twin starts just like any other engine.  But it sounds much nicer than most other engines.  Somewhere in the depth you can still hear that Americans are faced with the gross things in life.  Something from; this is a motorcycle, and you have to experience that too.  A little play with the gas shows that the V-Rod enjoys much more speed than its older half-brothers.  That sounds sharp, yet deep.  For the real streetfighter pilot it is a bit of searching with your feet, but then you are on your way.  You sit like the VRSC.  Low and stretched.  "Actively relaxed" is sensitively a weird combination.  But it feels like that.  The engine block grumbles satisfied and the black beauty goes in a loose trot as on rails.  With an hour cuddling along secondary roads you get a pretty good grasp of this good monster.  The engine is in fact good-natured and course-stable.  The seating position is surprisingly good to hold out and pleases Motorblaadje in any case much better than the fat belly slider style with all weight hanging on the wrists.  The V-Rod wants to go through bends.  Of course it is not a supermotard, but with a little bodylan you don't immediately come to a halt sparkling.  You have to drive the machine as you would a larger sailing ship or an American full sized V8.  Looking far ahead and making long strides.  Then you will get there and easily too.  It only gives your motorcycle boots a unique wear pattern.  The heels wear on.  Very bad.  They were only 'Lidl' loafers.  They cost 30 euros and lasted three quarters of the season.  You should not buy motorcycle clothing at the supermarket.  Not via the Internet, by the way ...  learned something again.  The flavors: In the beginning there was the VRSC.  In the meantime, we also have the VRSCAW, the VRSCD, the VRSCDX, the VRSCC and the VRSCR ...  And yes: there is a suitable explanation behind every afko.

Harley-Davidson V-Rod production stops

Inter Classics Maastricht pays tribute to Facel Vega