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Wheels & Wonders, New York, NY (2025)

08/16/2025

Audi 80 Quattro B2 2.2 20V Turbo – The Sleeper that Never Was
The early 1980s Audi 80 B2 was a solid, well-built compact executive car — but it became legendary when Audi used its platform as the basis for the Ur-Quattro, the coupe that revolutionised rallying with all-wheel drive.
But what if the sober-looking 80 saloon had received the same firepower? That’s exactly what some tuners — and later factory-inspired builds — explored: fitting the 2.2-litre 20-valve turbocharged five-cylinder into the B2 chassis, creating a 240 bhp wolf in very unassuming clothing.
This concept — or rare tuner build — blended Audi’s rally-bred drivetrain with understated four-door practicality, making it the ultimate sleeper sedan of its era.

Overview
Make: Audi
Model: 80 Quattro B2 (modified / tuner-spec with 20V Turbo)
Year: Mid-1980s base, modified with later engine
Body Style: 4-door saloon
Drivetrain: Front-engine, permanent quattro AWD
Positioning: A rally-inspired sleeper saloon with coupe-level performance
Production Volume: Not a factory model — rare tuner/enthusiast builds, often using parts from Audi S2 or Ur-Quattro

Powertrain & Performance
At the heart of this build was Audi’s most iconic engine: the turbocharged five-cylinder.
Engine: 2,226cc inline-5, DOHC, 20-valve, turbocharged (derived from the Audi S2/Ur-Quattro)
Power Output: ~240 bhp (179 kW) @ ~6,000 rpm
Torque: ~350 Nm (258 lb-ft) @ ~3,000 rpm
Transmission: 5-speed manual, with lockable center and rear differentials (period quattro system)
Top Speed: ~240 km/h (149 mph)
0–100 km/h (0–62 mph): ~6.2 seconds
Weight: ~1,250–1,300 kg (depending on build spec)
This gave the humble 80 the performance of a proper rally-bred machine, while looking like an ordinary German family saloon.

Chassis & Handling
The B2 platform was already stiff and capable — when paired with quattro and turbo power, it became something much more serious.
Chassis: Steel monocoque with quattro drivetrain integration
Suspension: Independent MacPherson struts front, torsion beam/coil springs rear (with uprated dampers on modified builds)
Brakes: 4-wheel discs, often upgraded to ventilated units from the S2/Quattro
Steering: Power-assisted rack-and-pinion
Tyres/Wheels: Typically 15–16-inch alloys, wrapped in performance tyres
Handling was grippy and secure thanks to quattro, though understeer remained part of the package — something that could be balanced out with suspension tuning and turbo boost management.

Styling & Design
The real beauty of this car was its subtlety.
Exterior Features:
Standard Audi 80 B2 bodywork — boxy, conservative styling
Subtle quattro badging
Slightly wider stance and discreet alloys
Optional quad headlights (European spec)
Interior Features:
Standard B2 interior with simple, functional Audi ergonomics
Supportive Recaro-style sport seats (in some builds)
Turbo boost gauge and upgraded instrumentation
Retained executive-saloon practicality with quattro durability
From the outside, it looked like a well-kept ’80s German sedan. Underneath, it was rally-bred.

Legacy & Cult Status
Since Audi never officially produced a B2 80 quattro with the 20V turbo, these cars exist mostly as tuner specials, retrofits, or enthusiast one-offs.
Collector Appeal: High among quattro fans, though not factory-authentic
Scene Status: Cult sleeper — looks like a family saloon, goes like a rally car
Historical Significance: Demonstrates what Audi could have offered as a BMW M3 / Mercedes 190E Cosworth rival if they had wanted a super-saloon in the ’80s
Survivability: Rare; most are enthusiast-built conversions using later Audi S2/Ur-Quattro donor parts

Why It Matters
The 240 bhp Audi 80 Quattro B2 2.2 20V Turbo matters because it represents the ultimate sleeper of the ’80s Audi lineup.
It matters because:
It combined the world-beating rally tech of the Ur-Quattro with the understated body of a family sedan.
It hinted at what Audi could have done in the super-saloon arms race, years before the RS2 Avant and RS4 defined the breed.
It showcases the timeless appeal of the turbocharged five-cylinder and quattro system.
It remains one of the most fascinating “what ifs” in Audi history.
In short, it was an S2 or Quattro in disguise — an everyday sedan with the heart of a rally winner.

08/16/2025

1995 Lancia Delta Integrale EVO II “Edizione Finale” – The Last of a Rally Legend
By 1995, the Lancia Delta Integrale had already cemented its place in history as one of the most successful rally cars of all time, with six consecutive World Rally Championship constructors’ titles (1987–1992). But while the rally program ended, demand for road-going Integrales was still strong, particularly in Japan, where enthusiasts prized the car’s rally pedigree.
To mark the end of production, Lancia built a very special, limited edition of the Integrale Evoluzione II: the Edizione Finale (“Final Edition”). Produced exclusively for the Japanese market, this run-out model became the ultimate evolution of the Delta — the last chapter of one of the greatest hot hatch stories ever told.

Overview
Make: Lancia
Model: Delta HF Integrale Evoluzione II “Edizione Finale”
Year: 1995
Body Style: 5-door hatchback (wide-body)
Drivetrain: Front-engine, all-wheel drive
Positioning: Final limited edition of the Integrale Evo II, built exclusively for Japan
Production Volume: ~250 units
This was not just another Integrale — it was a numbered, collectible farewell to an icon.

Powertrain & Performance
The Edizione Finale retained the familiar turbocharged 2.0-liter four-cylinder, tuned for a blend of power and reliability.
Engine: 1,995cc turbocharged inline-4, DOHC, 16-valve
Power Output: ~215 hp (158 kW) @ 5,750 rpm
Torque: ~314 Nm (231 lb-ft) @ 2,500 rpm
Transmission: 5-speed manual, permanent AWD with front/rear differentials
Top Speed: ~220 km/h (137 mph)
0–100 km/h (0–62 mph): ~5.7 seconds
Weight: ~1,350 kg
The Evo II platform was already razor-sharp; the Final Edition simply represented the last and most refined stage.

Chassis & Handling
The Integrale’s reputation was built on its unbeatable grip and rally-bred AWD system.
Chassis: Reinforced Delta monocoque with widened track
Suspension: Independent MacPherson struts with upgraded springs/dampers
Brakes: Ventilated discs with ABS
Steering: Quick rack-and-pinion, rally-derived precision
Tyres: 16-inch Speedline Corse alloy wheels
This setup gave the Integrale unrivaled traction and cornering ability for its era, with the Final Edition regarded as the sharpest-driving road-going Delta.

Styling & Design
The Edizione Finale carried distinctive details that set it apart from regular Evo IIs.
Exterior Features:
Finished exclusively in Rosso Amaranto (deep metallic red)
Yellow and blue striping across the hood and roof (recalling Martini Racing colors)
Unique 16-inch anthracite Speedline wheels
Wide-body stance with flared arches
Small “Edizione Finale” badging
Interior Features:
Alcantara-trimmed Recaro sport seats with red stitching
Leather-wrapped Momo steering wheel
Numbered plaque on the center console (1 of 250)
Rally-style instrumentation with boost gauge
Premium touches like air conditioning and electric windows standard

Legacy & Cult Status
The Edizione Finale was the last official Lancia Delta Integrale ever built, making it historically significant.
Collector Appeal: Extremely high — one of the most desirable Integrales due to rarity and finality
Scene Status: A cult hero in Japan and now worldwide, commanding premium values at auctions
Historical Significance: The swan song of Lancia’s legendary rally program and a farewell to the Delta Integrale dynasty
Survivability: Many remain preserved in collections, though some were driven hard as intended

Why It Matters
The 1995 Lancia Delta Integrale EVO II Edizione Finale matters because it represents the end of an era — the last of the rally-bred homologation specials that defined the late ’80s and early ’90s.
It matters because:
It was the final evolution of the most successful rally car of its time.
It was a Japan-exclusive, giving it an extra layer of mystique.
It carried forward all the Evo II’s brilliance in a limited, collectible package.
It stands as a high point in Lancia’s history — before the marque faded from motorsport and mainstream relevance.
In short, the Edizione Finale was a farewell love letter to the rally world, an AWD hot hatch legend given the send-off it deserved.

08/16/2025

Lamborghini Miura SV – 50 Years of the Supercar Icon
When it debuted in 1966, the Lamborghini Miura rewrote the rules of performance cars. With its mid-mounted V12, stunning Marcello Gandini styling, and outrageous speed, it is often hailed as the world’s first true supercar. By 1971, the Miura reached its ultimate form: the Miura SV (Super Veloce). Faster, more refined, and even more beautiful, the SV cemented the Miura as a legend.
Now, over 50 years later, the Miura SV still stands as one of the most important Lamborghinis ever built — the car that defined an entire genre.

Overview
Make: Lamborghini
Model: Miura SV (Super Veloce)
Year of Introduction: 1971 (production through 1973)
Body Style: 2-door coupe (mid-engine layout)
Drivetrain: Mid-engine, rear-wheel drive
Positioning: Flagship supercar, evolution of the Miura P400 and S
Production Volume: ~150 units out of ~764 total Miuras built
The SV represented the final and most developed iteration of the Miura.

Powertrain & Performance
At the heart of the Miura SV was the legendary Bizzarrini-designed V12, tuned for both speed and drivability.
Engine: 3,929cc naturally aspirated V12, mounted transversely
Power Output: ~385 hp (283 kW) @ 7,850 rpm
Torque: ~400 Nm (295 lb-ft) @ 5,750 rpm
Transmission: 5-speed manual
Top Speed: ~290 km/h (180 mph)
0–100 km/h (0–62 mph): ~5.8 seconds
Weight: ~1,250 kg
Even 50 years on, these numbers remain highly impressive — and in its day, the Miura SV was one of the fastest road cars in the world.

Chassis & Handling
The SV introduced crucial updates to tame the Miura’s sometimes unruly character.
Chassis: Steel monocoque with reinforced rear frame
Suspension: Independent wishbones with improved geometry
Brakes: Four-wheel discs
Tyres: Wider rear tyres for greater stability and traction
The changes gave the SV sharper handling balance, with more predictable behavior at speed — though it remained a wild beast compared to later Lamborghinis.

Styling & Design
The Miura SV is often considered the most beautiful version of an already stunning design.
Exterior Features:
Wider rear arches to accommodate fatter tyres
Revised front grille and headlights (without the “eyelashes” of earlier Miuras)
Subtly reshaped rear for a more aggressive stance
Signature Gandini low-slung wedge profile
Interior Features:
Leather-trimmed sport seats
Classic Lamborghini switchgear and dials
Minimalist but luxurious cockpit designed for grand touring

Legacy & Cult Status
The Miura SV has transcended being “just a car” — it is now an automotive cultural icon.
Collector Appeal: Extremely high — one of the most valuable classic Lamborghinis, with prices often exceeding $3 million
Scene Status: Revered as the “ultimate Miura,” a holy grail for collectors
Historical Significance: The definitive expression of the world’s first supercar
Survivability: Most SVs are preserved in collections, though some were raced or modified in period

Why It Matters
The Miura SV matters because it represents the peak of the Miura story and the birth of the modern supercar ethos.
It matters because:
It refined and perfected the radical concept of the mid-engine V12 GT.
It symbolized the rebellious, glamorous spirit of 1970s Lamborghini.
It directly inspired the Countach and every flagship Lamborghini that followed.
It remains one of the most beautiful cars ever designed.
In short, the Miura SV wasn’t just a car — it was a revolution on wheels. Now, 50 years later, it stands as a timeless masterpiece and one of the most celebrated Lamborghinis ever built.

08/16/2025

1997 Tatra T700 2 M97 4.36i – The Last of the Czech V8 Flagships
By the mid-1990s, the Czech manufacturer Tatra was already a legend for its air-cooled rear-engined cars and military trucks. But with the T700, launched in 1996, Tatra made one last bold attempt to stay in the luxury car game. Based on the older T613 (dating back to the 1970s), the T700 was modernized with smoother bodywork, a more luxurious interior, and — most importantly — Tatra’s signature rear-mounted V8 engine.
The 1997 T700 2 M97 4.36i represented the mid-tier version of this rare and unusual executive car, balancing performance, comfort, and the quirky engineering Tatra was famous for. It was one of the very last luxury sedans to use an air-cooled V8, making it unique in an era dominated by Mercedes, BMW, and Audi.

Overview
Make: Tatra
Model: T700 2 M97 4.36i
Year: 1997
Body Style: 4-door executive sedan (rear-engined)
Drivetrain: Rear-engine, rear-wheel drive
Positioning: Luxury performance sedan, successor to the T613
Production Volume: Fewer than 75 units (1996–1999, across all T700 variants)
The T700 was hand-built in extremely low numbers, more of a prestige project than a true competitor to Western European luxury cars.

Powertrain & Performance
At the heart of the T700 was Tatra’s distinctive air-cooled V8 — an engine layout it had pioneered since the interwar years.
Engine: 4,360cc air-cooled OHV V8, fuel-injected
Power Output: ~231 hp (172 kW) @ 5,250 rpm
Torque: ~380 Nm (280 lb-ft) @ 4,000 rpm
Transmission: 5-speed manual
Top Speed: ~230 km/h (143 mph)
0–100 km/h (0–62 mph): ~7.5 seconds
Weight: ~1,700 kg
For the late ’90s, its performance was competitive with executive sedans from Germany, though delivered in a much more eccentric package.

Chassis & Handling
The T700 carried forward Tatra’s rear-engine tradition, which gave it unique dynamics compared to front-engine rivals.
Chassis: Steel monocoque (heavily revised from the T613)
Suspension: Independent suspension front & rear
Brakes: Ventilated discs all around, ABS available
Steering: Power-assisted rack-and-pinion
Tyres: 16-inch alloys with performance tyres
While stable at high speed, the T700 required respect — its rear-engine weight distribution could make handling tricky if pushed hard.

Styling & Design
Designed by British stylist Geoff Wardle, the T700 was an attempt to modernize the old T613 into a sleek 1990s luxury sedan.
Exterior Features:
Smooth, aerodynamic body with softened lines compared to the boxy T613
Revised bumpers, headlights, and grille to give it a modern luxury look
Distinctive long wheelbase and rear-engined proportions
Subtle “Tatra” badging and understated chrome details
Interior Features:
Plush leather upholstery and wood trim
Air conditioning, power windows, and luxury appointments
Customizable options for VIP customers
Four-seat layout prioritizing comfort in the rear
Traditional Czech craftsmanship with hand-built details

Legacy & Cult Status
The T700 was the final passenger car Tatra ever built before the company focused exclusively on trucks. With fewer than 75 made, it is one of the rarest European executive sedans of the 1990s.
Collector Appeal: Extremely high due to rarity and unique engineering
Scene Status: A true cult car, beloved by enthusiasts of obscure European luxury sedans
Historical Significance: The last gasp of Tatra’s long line of luxury rear-engined V8 sedans dating back to the legendary T77 of the 1930s
Survivability: Most remain in private collections or museums; roadworthy examples are very rare

Why It Matters
The 1997 Tatra T700 2 M97 4.36i matters because it was the swan song of a unique automotive philosophy.
It matters because:
It was the last luxury sedan built by Tatra.
It carried on the tradition of rear-engined V8 cars into the 1990s — decades after everyone else abandoned the concept.
It represents the ultimate evolution of the T613, a car with deep Cold War prestige.
It has become one of the rarest luxury sedans of its era, coveted by collectors of the unusual.
In short, the T700 was a Czech exotic in disguise — blending eccentric engineering, Cold War legacy, and last-of-its-kind V8 power into one unforgettable package.

08/16/2025

1984 Opel Kadett GTE – Germany’s Hot Hatch Challenger
The 1980s were the golden era of hot hatches — and Opel wanted a slice of the action. In 1984, they launched the Kadett GTE, their answer to the VW Golf GTI, Ford Es**rt XR3i, and Peugeot 205 GTi. Based on the all-new Kadett E, the GTE gave Opel a credible performance hatchback that mixed lightweight agility with sharp styling and surprising pace.
Where VW had the heritage and Peugeot the flair, Opel brought German engineering and Autobahn-bred speed — making the Kadett GTE a cult favorite among enthusiasts.

Overview
Make: Opel
Model: Kadett GTE (Kadett E generation)
Year: 1984 (launch year)
Body Styles: 3-door and 5-door hatchback
Drivetrain: Front-engine, front-wheel drive
Positioning: Opel’s flagship hot hatch, rival to VW Golf GTI Mk2
Production Volume: Tens of thousands across GTE and later GSi variants
The Kadett GTE marked Opel’s serious entry into the competitive hot hatch wars of the mid-’80s.

Powertrain & Performance
The Kadett GTE was powered by Opel’s proven “Family II” four-cylinder engine, tuned for lively performance.
Engine: 1,796cc inline-4, fuel-injected (OHC)
Power Output: ~115 hp (85 kW) @ 5,800 rpm
Torque: ~155 Nm (114 lb-ft) @ 4,200 rpm
Transmission: 5-speed manual
Top Speed: ~195 km/h (121 mph)
0–100 km/h (0–62 mph): ~9.5 seconds
Weight: ~950–1,000 kg
While not the most powerful of its rivals, its light weight made it quick and eager, with strong mid-range punch for real-world driving.

Chassis & Handling
Opel kept the formula simple but effective — lightweight construction, a stiffened chassis, and a suspension tuned for sporty driving.
Chassis: Steel unibody
Suspension: MacPherson struts (front), torsion beam axle (rear)
Brakes: Front ventilated discs, rear drums
Steering: Rack-and-pinion, quick ratio
Wheels/Tyres: 14-inch alloys with performance tyres
The Kadett GTE earned praise for its stability at high speed and predictable handling, though torque steer and understeer reminded you it was front-wheel drive.

Styling & Design
The Kadett GTE stood out with subtle but purposeful details that set it apart from lesser Kadetts.
Exterior Features:
GTE body kit with deeper front and rear spoilers
Side skirts and sport striping
Distinctive alloy wheels
“GTE” badging on grille and tailgate
Flush aerodynamic body design (the Kadett E was one of the most aerodynamic cars of its class, Cd 0.32)
Interior Features:
Sport seats with patterned cloth upholstery
Leather-wrapped sport steering wheel
Additional gauges for a sporty feel
“GTE” logos integrated into trim
Simple, driver-focused ergonomics typical of 1980s Opel

Legacy & Cult Status
The 1984 Kadett GTE cemented Opel’s place in the hot hatch wars, setting the stage for the more powerful Kadett GSi 16V later in the decade.
Collector Appeal: Growing, as early GTE models are rare survivors today
Scene Status: A sleeper classic — overshadowed by the Golf GTI and 205 GTi, but cherished by Opel and Vauxhall (Astra GTE) fans
Historical Significance: Opel’s first proper hot hatch with real international presence
Survivability: Many were tuned, raced, or rusted away — stock examples are scarce

Why It Matters
The Kadett GTE matters because it was Opel’s declaration of intent in the hot hatch arena.
It matters because:
It gave Opel enthusiasts a true rival to the Golf GTI.
It introduced a new wave of aerodynamic, modern hatchback styling.
It laid the groundwork for the legendary Kadett GSi 16V, one of the fastest hot hatches of the late ’80s.
It showed that performance could be accessible, practical, and distinctly Opel.
In short, the 1984 Kadett GTE was Opel’s hot hatch breakthrough — a car that may have lived in the shadow of the GTI, but proved Opel could play the game just as well.

08/16/2025

Saab 900 Turbo – The Turbocharged Icon Returns
When Saab launched the 900 Turbo in 1978, it was a revelation. At a time when turbocharging was still exotic, Saab used it not just for racing, but for everyday driving — proving that a family car could be fast, efficient, and durable. The 900 Turbo became Saab’s halo car, combining Swedish engineering with a unique sense of style and safety. By the mid-1980s, it had become the brand’s defining model, returning year after year in ever more refined and powerful forms.
The return of the Saab 900 Turbo marked the moment when Saab turned a niche engineering experiment into a long-lived performance tradition, blending quirkiness with genuine innovation.

Overview
Make: Saab
Model: 900 Turbo
Years Active: 1978–1993 (first generation “classic” 900)
Body Styles: 3-door hatchback, 5-door hatchback, 4-door sedan, convertible (later)
Drivetrain: Front-engine, front-wheel drive
Positioning: Practical executive car with performance flair
Production Volume: Hundreds of thousands (Turbo models became a major share of 900 sales)
The 900 Turbo transformed the Saab image — from sensible Scandinavian carmaker to pioneer of accessible turbo performance.

Powertrain & Performance
At its core, the 900 Turbo was about boosting performance without sacrificing drivability. Saab’s engineers made turbocharging reliable and smooth, with innovations like wastegates and APC (Automatic Performance Control).
Engine: 2.0L inline-4, turbocharged (B201/B202 series)
Power Output (early models): ~145 hp (108 kW)
Power Output (later models, 16-valve): up to 175–185 hp (129–136 kW)
Torque: ~240 Nm (177 lb-ft) in later versions
Transmission: 5-speed manual or automatic
Top Speed: ~210–220 km/h (130–137 mph)
0–100 km/h (0–62 mph): ~8.0–8.5 seconds (16V Turbo models)
Weight: ~1,200–1,350 kg depending on trim
For its day, the 900 Turbo could hang with BMWs, Audis, and even some sports cars — but with hatchback practicality and Saab’s safety-first design.

Chassis & Handling
Saab engineered the 900 to handle long Nordic winters, fast autobahn cruising, and winding European roads.
Chassis: Based on the Saab 99, with extended wheelbase for stability
Suspension: Independent MacPherson struts (front), beam axle with coil springs (rear)
Brakes: Disc brakes all around (ventilated front)
Steering: Rack-and-pinion with excellent on-center feel
Wheels/Tyres: Turbo models featured alloy wheels with performance tyres
The 900 Turbo had a reputation for secure, planted handling, though torque steer reminded drivers of its front-drive layout.

Styling & Design
The Saab 900 Turbo carried one of the most distinctive profiles of the era — sleek yet upright, aerodynamic yet practical.
Exterior Features:
Signature wraparound windshield and “comet tail” rear
Turbo-specific badging and aerodynamic front spoilers
Distinctive Inca or Aero alloy wheels
Later Aero/Turbo 16 models featured deeper body kits and more aggressive trim
Interior Features:
Driver-oriented cockpit with aircraft-inspired ergonomics
Deep, supportive Saab seats (heated in many markets)
Turbo boost gauge front and center
Spacious hatchback cargo area, making it both sporty and practical

Legacy & Cult Status
The Saab 900 Turbo is one of the most beloved European performance cars of the 1980s and ’90s — quirky, fast, safe, and individual.
Collector Appeal: Strong, especially for Aero/16-valve and convertible versions
Scene Status: A cult hero — admired by enthusiasts who value engineering over flash
Historical Significance: One of the first mainstream turbocharged performance cars, normalizing the technology for everyday use
Survivability: Many survive thanks to Saab’s rust protection, though mechanical upkeep can be costly

Why It Matters
The Saab 900 Turbo matters because it democratized turbocharging and gave Saab a global identity.
It matters because:
It proved turbocharging could be practical and reliable for daily drivers.
It stood out in a sea of German and Japanese rivals with quirky Swedish engineering.
It offered a blend of safety, innovation, and performance unmatched in its era.
It remains one of the most iconic Saabs ever built, embodying the brand’s spirit.
In short, the Saab 900 Turbo was the car that made Saab cool — a practical, safe, and distinctly Swedish machine that showed performance didn’t have to come in a predictable package.

08/16/2025

1975 Alfa Romeo Montreal – The Exotic V8 GT from Milan
The Alfa Romeo Montreal was one of the most distinctive Italian GT cars of the 1970s — exotic yet underrated, futuristic yet elegant. First unveiled as a concept at Expo 67 in Montreal, Canada (hence the name), the car became so well received that Alfa Romeo put it into production in 1970. By 1975, the Montreal stood as a striking, V8-powered alternative to more expensive Ferraris and Maseratis, blending avant-garde design with Alfa’s racing pedigree.

Overview
Make: Alfa Romeo
Model: Montreal
Year: 1975
Body Style: 2-door coupé
Drivetrain: Front-engine, rear-wheel drive
Positioning: Grand tourer (GT) with exotic styling and performance
Production Volume: ~3,900 units (1970–1977, all years)
The Montreal was not intended as a pure sports car but as a luxurious, high-speed GT with Italian flair, designed to stand apart in a crowded European market.

Powertrain & Performance
At the heart of the Montreal was a detuned version of Alfa Romeo’s Tipo 33 race engine — a rarity for a production GT of its era.
Engine: 2,593cc DOHC V8 with SPICA mechanical fuel injection
Power Output: ~200 hp (147 kW) @ 6,500 rpm
Torque: ~235 Nm (173 lb-ft) @ 4,750 rpm
Transmission: ZF 5-speed manual
Top Speed: ~220 km/h (137 mph)
0–100 km/h (0–62 mph): ~7.6 seconds
Weight: ~1,270 kg
The Montreal’s V8 gave it both smoothness and excitement, revving eagerly while delivering a refined GT driving experience.

Chassis & Handling
The Montreal was built on a modified Alfa Romeo 105-series platform (shared with the Giulia GTV), giving it proven handling dynamics.
Chassis: Steel monocoque with front subframe
Suspension: Independent double wishbones (front), live axle with coil springs and trailing arms (rear)
Brakes: Four-wheel discs (ventilated at the front)
Steering: Recirculating ball, power-assisted on later cars
Wheels/Tyres: 14-inch Campagnolo alloys with high-performance tyres
Though not as sharp as a Ferrari Dino or Porsche 911, the Montreal offered excellent stability, long-distance comfort, and plenty of grip for spirited GT driving.

Styling & Design
The Montreal’s design was pure Bertone, penned by Marcello Gandini (of Lamborghini Miura and Countach fame).
Exterior Features:
Distinctive louvered headlamp covers that retracted when the lights were on
Bold front grille with NACA duct in the hood
Sculpted side vents behind the doors
Muscular proportions with a long hood and short tail
Campagnolo alloy wheels
Interior Features:
Driver-focused cockpit with twin round dials and aviation-style switches
Bucket seats trimmed in leather or cloth
Deep-set dashboard with Alfa Romeo instrumentation
Luxurious yet sporty, emphasizing GT touring comfort

Legacy & Cult Status
The Montreal occupies a unique space in Alfa Romeo history — an exotic GT that never achieved the fame of its contemporaries but is now celebrated for its rarity and design.
Collector Appeal: Rising steadily, especially for well-kept, original examples
Scene Status: A connoisseur’s choice — less obvious than Ferrari or Maserati, but highly respected
Historical Significance: The only production Alfa with a V8 derived from a racing prototype
Survivability: Prone to rust and complex to restore, making preserved cars rare and valuable

Why It Matters
The Alfa Romeo Montreal matters because it was Alfa’s bold attempt at building a true GT with exotic styling and a racing heart.
It matters because:
It brought a V8 from the track (Tipo 33) into the road car world.
It showcased Gandini’s design brilliance in a roadgoing Alfa.
It stood as Alfa’s flagship in the 1970s — luxurious, fast, and unmistakably Italian.
It remains a collector’s gem today, admired for its uniqueness and rarity.
In short, the Montreal was Alfa Romeo’s hidden supercar of the ’70s — striking to look at, thrilling to drive, and a testament to the brand’s adventurous spirit.

08/16/2025

1974 Opel Manta GT/E Widebody – The German Pony Car with Rally Spirit
The Opel Manta GT/E was already one of the sportiest coupés of its time, offering a sharp chassis, rear-wheel drive, and sleek styling that made it a rival to the Ford Capri. But when Opel and tuners started experimenting with widebody kits, the humble GT/E was transformed into a rally-inspired beast. The widebody conversions gave the Manta the stance and aggression to match its motorsport ambitions — turning a stylish coupé into a track and tarmac warrior.

Overview
Make: Opel
Model: Manta GT/E (widebody conversions & specials)
Years: 1974–1981 (A & B series)
Body Style: 2-door coupé
Drivetrain: Front-engine, rear-wheel drive
Positioning: Affordable sports coupé with motorsport pedigree
Production Volume: GT/E models produced in thousands, but widebody cars were rare — often built for rally use or as aftermarket specials
The widebody Mantas were inspired directly by rally homologation needs, especially Group 4 and later Group B competition, where wider arches were necessary to fit massive wheels and tyres.

Powertrain & Performance
The GT/E’s performance was respectable in standard form, but many widebody cars received additional tuning to match their aggressive looks.
Engine (stock GT/E): 1,897cc fuel-injected inline-4 (CIH engine)
Power Output: ~105 hp (77 kW) @ 5,400 rpm
Torque: ~153 Nm (113 lb-ft) @ 4,000 rpm
Transmission: 4-speed manual (later 5-speed optional)
Top Speed: ~190 km/h (118 mph)
0–100 km/h (0–62 mph): ~10.5 seconds
Weight: ~1,040 kg
Tuned / Rally Widebody Versions:
Engines often enlarged to 2.0 or 2.4 liters, sometimes producing 150–200+ hp
Paired with close-ratio gearboxes and limited-slip differentials
Capable of serious pace, especially in motorsport trim

Chassis & Handling
The Manta GT/E already handled well thanks to Opel’s balanced rear-wheel-drive layout, but widebody versions elevated handling with competition-grade upgrades.
Chassis: Steel monocoque with reinforcement for rally use
Suspension: MacPherson struts (front), live axle with trailing arms & Panhard rod (rear)
Brakes: Front discs, rear drums (ventilated discs on tuned cars)
Steering: Rack-and-pinion, precise and responsive
Wheels/Tyres: Widebody kits allowed for 7–10 inch wide wheels, wrapped in fat performance rubber
The combination of light weight, rear-drive balance, and wide stance made these cars agile, tail-happy, and hugely entertaining.

Styling & Design
Widebody Mantas looked brutal compared to the standard coupé — straight out of the rally stages.
Exterior Features:
Dramatic box-flared arches to cover huge wheels
Front air dams and chin spoilers
Optional rear deck spoilers or rally-style wings
Auxiliary driving lamps for rally-spec builds
Distinctive Opel/Irmscher liveries on competition cars
Interior Features:
Stock GT/E interiors featured Recaro seats, sporty instrumentation, and Opel’s driver-focused dash
Widebody/rally interiors often stripped for weight saving, fitted with roll cages and competition gear

Legacy & Cult Status
The Opel Manta GT/E Widebody is a cult classic today, loved by enthusiasts for its raw motorsport spirit and aggressive looks.
Collector Appeal: High for genuine widebody rally cars or period-correct conversions
Scene Status: A hero in the European tuning and rally communities, often seen at historic rally events
Historical Significance: Opel used the Manta as its rally platform, competing against the Ford Es**rt, Lancia Stratos, and Fiat 131 Abarth
Survivability: Many widebody cars were competition machines — surviving examples are rare and prized

Why It Matters
The Opel Manta GT/E Widebody matters because it represents the golden age of rally-inspired street cars.
It matters because:
It showed Opel’s motorsport DNA, competing head-to-head with rally legends.
It blended affordable coupé charm with raw aggression.
It remains one of the most iconic Opel shapes ever — instantly recognizable with its flared arches and stance.
It inspired countless replicas, tuning projects, and continues to have a strong following in classic car culture.
In short, the Manta GT/E Widebody was Opel’s pony car gone wild — a mix of style, speed, and motorsport aggression that cemented its place as a German icon of the 1970s and ’80s.

Wheels & Wonders

08/16/2025

08/16/2025

08/16/2025

08/16/2025

08/16/2025

08/16/2025

08/16/2025

08/16/2025

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