CarAdvice reader Adam Davis was the recent winner of the limited edition book from Capricorn Link Australia, entitled Alfa Romeo Montreal – The dream car that came true. Here is his review on the car.

Without resorting to rose-tinted glasses, one can safely reflect upon the sixties as a wonderful decade for the automobile.  In North America, excess was everything as the muscle car concept was developed to its zenith – all 7 litre V8’s and tortured tyres as the baby boomers reached driving age.  Australian manufacturers, as ever taking the lead from their US parent companies, followed with their own locally developed V8 rockets.

Over in Europe, the introduction of soon-to-be icons such as the E-Type Jaguar showed that, as ever, style remained as important as substance.  Porsche was also busy, releasing the car by which they are still defined today in the 911.

But as if by right, it was the Italians that stole the show.  Ferrari were on top of their game as their legendary 250 series V12’s gave way to ever larger units, but ironically it was a disgruntled former Ferrari client that provided the inspiration for the world’s first supercar.  Ferruccio Lamborghini, a successful Italian industrialist then most famous for producing tractors, had become fed up with Ferrari unreliability and the diabolical service he received.  Whether his debut 350GT of 1963 was made purely out of spite towards Ferrari as opposed to making sound business sense remains a controversial issue even today.

Regardless, the timeless Bertone designed Lamborghini Miura that debuted in 1966 is considered the original supercar with its mid-mounted, hyperactive V12 and swooping, stealthy bodywork.

This high-end battle for European supremacy rubbed off on other Italian manufacturers.  Fiat did a deal that gave them access to the musical ‘Dino’ Ferrari V6 which was seen in their Dino coupe and Spider series- worldwide image boosters for the Fiat reputation.  Alfa Romeo, that other giant of the Italian automotive industry, was also seeking a flagship to bring the company in line with their vision for the next generation of sports cars.

The result was the emphatic Montreal.  The first two prototypes debuted at the centenary of the confederation of Canada, held in Montreal in 1967.  Designed at Bertone’s studio under the pen of Marcello Gandini (whose hand most famously directed the Miura’s curves) these concepts were mechanically based on the contemporary Alfa 105 series coupe and appeared on the stands sans identifying badge work.  Reaction from the public was impressive, and people began referring to the cars as ‘Montreals’.

Buoyed by the response, Alfa Romeo pressed ahead for a production run.  Unlike many concepts that become watered down when productionised, the Montreal instead grew into a true exotic, housing a street tuned derivation of Carlo Chiti’s Alfa 33 V8 sports car engine- though with few interchangeable parts.  Front-mounted, this all aluminium 2593cc masterpiece was dry-sumped and utilised 4 camshafts and mechanical fuel injection to produce 147kw @ 6500rpm with a torque peak of 235nm at 4750rpm.   These outputs were sent to the rear wheels via a 5-speed ZF gearbox with dog-leg first gear and a limited slip differential.  Its chassis and suspension were still based on the 105 series but suitably modified to handle the increased power- to keep costs down but also to make good use of the 105 chassis’ inherently sporting nature.

The production Montreal was shown to the world at the Geneva show in 1970, some 3 years after the initial prototype display.  Little was changed externally and some cynics argued that it was too far delayed to still be relevant and saleable in a seventies market.  3925 were eventually produced to 1977, but were never released into the North American market from where it got its name- a legacy of more stringent North American emissions standards.

The Montreal today

Our feature Montreal has for the last 2 years been owned by Gary Pearce.  It is an original Australian delivered car with a genuine 55,000 miles recorded over a 35 year lifespan.  Its freshly polished green paintwork gleams Emerald in the sun as Gary gently warms the car through. The jewel like V8 smoothly whirs at idle, legacy of many hours carefully tuning the original Spica fuel injection system.

Initially, it is the looks that captivate.  Gandini’s flamboyant interpretation of a futuristic design includes flourishes such as the non-functional bonnet scoop (a nod to the US market?), eyelash headlight covers and cut-out strakes behind the doors.  Inside, it feels like you are dropping into a cockpit with the low yet comfortable seat that overlooks a curvaceous instrument binnacle.  It still impresses today with its uniqueness.

Gary himself is no stranger to Alfas, having first owned a 1600 GT Veloce as a teenager.  Now, his shrine (well, it can’t be called a garage) to Alfa Romeo is filled with another GT Veloce, a very rare Giulia GTC convertible (both concours winning vehicles) and his ‘toy’, a Group S-specification 2000GTV in addition to the flagship Montreal.

How does the Montreal feel in comparison to a sorted GTV?  “I think the Giulia’s are more dynamic, they always feel more eager to be driven hard.  Their focal points are handling and interactivity through gearbox and steering.  In the Montreal, the engine is the primary entertainer- it’s so smooth, so it can cruise around at low revs comfortable and loves highway touring, but it also really comes alive at higher revs,” says Gary as we ease onto the coastal roads surrounding his home.

A squeeze of the throttle alters the engine’s smooth whir into a gradually developing, prickly, hollow bark that transports you straight to a scene from the Targa Florio and racing 33’s.  In previous Montreal experiences I know that this is normally accompanied with a slight squat in the tail and a nose lift, but Gary has developed his car’s handling to make more assured progress.

“The recipe for handling is similar to the Giulia’s.  Lower it slightly, stiffen the front, fit adjustable shocks, but keep the rear soft for traction,” he explains.

It’s a definite improvement, the car turning in with minimal roll and a surfeit of confidence-inspiring grip, especially when driven to the car’s strengths by braking in a straight line, and floating towards the apex under gradually increasing power to maximise traction at the exit.

Throughout our drive, people stop and stare, many no doubt wondering just what this sparkling green machine with alien looks and a barking exhaust is. Driving it is a source of real pleasure for Gary, as is educating the curious as to the Montreal’s history.  “This car was bought to be driven, not to be a museum piece,” he says with clear pride.  “The previous owner said it hasn’t been rained on since 1988, but with the drives I plan on doing in the coming years that might change…”- and that is the way it really should be.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The legend 20 years on

Models Tested:

• 1989 Mazda NA MX-5; 1.6-litre, four-cylinder; five-speed manual; roadster – $29,550 (price when new)
• 2009 Mazda NC MX-5; 2.0-litre, four-cylinder; six-speed automatic; roadster – $53,655 (price as tested)

The original Mazda MX-5 was launched in Australia in October 1989, and was immediately an unprecedented success for the Japanese brand.

So with the iconic nameplate’s 20th anniversary just around the corner we thought it time to re-live some of the good times spent at the wheel of this remarkable little roadster with a back-to-back drive of the original Roadster against today’s latest and greatest MX-5 Sports Coupe.

When the original MX-5 hit our shores two decades ago it managed to win the hearts and heads of motoring journalists from shore-to-shore for its nimble handling, simplistic design and sheer ability – even when stacked against rivals twice the price.

Available initially in just two colours, white and red, the 1.6-litre managed to hold its own despite only offering 88kW/136Nm. The main reason for this competence was not so much what the car did include, but what it went without.

The original MX-5 had no power steering, was not available in automatic, had no airbags, ABS or ESC and because of that diet managed a kerb weight of only 940kg.

Add this light weight philosophy to a suspension set-up aimed at maximising the car’s intent, then it’s obvious to see how the MX-5 came to represent a side of motoring long since forgotten – a pure enjoyment in the relationship between man and machine.

600,000 examples down the track the notion remains basically unchanged, though thanks to Mazda’s spin doctors we now refer to it as Jinba Ittai – or “horse and rider as one”, and although it sounds a little trite, what this humble little car stands for couldn’t be better put.

By the mid-1990s the MX-5 had an engine capacity increase to 1.8-litres in a bow to customer demand, but as David James, the owner of the original 1989 MX-5 used in our test reminds us, to think of the car as being underpowered means you’re missing the point.

“I’m biased, but I do enjoy the original MX-5 for its simplicity. It is a true sportscar, built light with a great chassis, good looks and enough character to please, and sufficient performance to leave you wanting just a bit more,” says Mr James.

“It feels like its doing 100mph when it’s doing 60! The driver gets plenty of feedback through the wheel and the bum, although the manual steering might be too heavy for some.”

It also seems that despite its age relative to our 2009 model, Mr James is still very pleased as to the drive, durability and timeless character of his first generation roadster.

“One thing I do find remarkable about the original car is how well its built. Mine is 20 years old, has been a daily driver for 18 of those years, yet (still) feels tight and solid with relatively few rattles,” confirmed Mr James.

In 1998 the MX-5 underwent a serious revision. Gone were the amiable pop-up headlights but gained were a larger boot and a boost in power, mainly to cope with the additional weight of the larger car.

A turbocharged model, coded “SP” went on sale in late 2001 developing 157kW/289Nm and for the first time brought a seriously competitive power play to the name taking on such big name rivals of the day including the Honda S2000 and cult classic Subaru Impreza WRX.

By 2004 it was time yet again to re-invent the wheel with the latest NC MX-5 launched to a similar, yet more modern, recipe to that of its predecessors.

“The new car looks like an MX-5. Alongside its older brother, you can see the family line,” explains Mr James of the Mazda MX-5 Club of Victoria.

“By comparison, the newest MX-5 is a creature of the 21st century. Cup holders, automatic transmission, power roof – all things alien to the original, but about right for 2009. The seats were excellent, although I wonder if ‘wider’ people might struggle with the bolstering.”

After a stint behind the wheel of the 2009 model, Mr James was also a little surprised and just how far the car had come in two decades.

“The new car drives nicely, although I found the steering to lack any real feel. Whether that’s power steering weighting or tyre/wheel combo I’m not sure. Other than that it goes and stops well – as you’d expect,” explains Mr James.

“The auto was not to my liking. I wouldn’t buy a sports car with an automatic transmission. I found it pleasant enough to use, but it’s still an auto, driving through a torque converter, and as such feels soft to me.”

While cars may have come along way in the last twenty years it seems the MX-5 has remained true to its roots and is still one of the most popular selling soft-tops any where in the world, and despite its modest output, is one car that truly captures the essence of open top motoring in its purist form, as our own Karl Peskett remarked in a recent review:

“There’s something about this little car that is enamouring. It’s not any one specific reason, and it’s more subjective than you’ll find written on a stats sheet.”

And I guess its those simple sentences that sum up what most of us struggle to comprehend, that the MX-5 really is more than numbers and speed, it’s about enjoyment, lifestyle, fun and the thrill of the drive, a set of values so many modern cars seem to have lost, but those I am very happy to say the MX-5 still proudly retains.

CarAdvice wishes to thanks the Mazda MX-5 Club of Victoria for their most generous assistance.
To read a full road test on the current Mazda MX-5, click here.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Could Eos be the modern day MG B?

Models Tested:

• 2008 Volkswagen Eos Coupe Cabriolet Auto – $52,290 (RRP)
• 1968 MG B Roadster Four Speed Manual – $3,355 (when new)

- by Matt Brogan

When the opportunity arose to drive one of the most popular and well-loved roadsters of all time just so happened to coincide with my week of driving one of the most stunning coupe-cabriolets of the modern age, an idea was spawned – introducing our first Retro Road Test.

This review aims to combine the two loves (old cars and new cars) that so many of our reader’s share in what I hope will become a semi-regular column and an enjoyable comparison of appreciating just how far cars have come, and indeed what becomes of the cars that were once as popular as the old MG.

Eos has been a remarkable draw card for VGA (Volkswagen Group Australia) since going on sale here in January last year and we at CarAdvice have been lucky enough to have reviewed most variants of the stunning little coupe-cabriolet to this point.

The Eos is fresh, popular and just different enough to stand out, whilst still being sufficiently reserved in its styling to attract a following beyond that of the sports car enthusiast, in much the same way the MG B first did in 1962.

Inspired by Aston Martin’s DB2/4 the Thornley designed B was never meant to be as popular as it was, a sales surprise spanning three decades and some 512,243 units (9,090 in Australia), the B was Britain’s most popular sports car and indeed MG’s largest success.

Later sold all over the world the B was especially popular in the United States and was of course sold in Australia after being reassembled from complete knock down kit at BMC’s Zetland plant in NSW.

A somewhat modern and aerodynamic design in its day, MG utilised a monocoque body for the (company’s) first time with the B offering considerable gains in strength and rigidity as well as decreased manufacturing costs. It was also the first MG to offer luxuries such as wind up windows and a glove box.

Being a car of so many initiatives, the MG B was also one of the first cars to include controlled crumple zones boasting that both driver and passenger were fully protected in a frontal collision up to 30mph (48km/h), though I think somehow I’d prefer the airbags offered in the Eos for that one.

Pre-production crash test circa 1962

With brisk performance and acclaimed handling the MG B could almost manage 1 g in turns (0.96) which for its day was rather remarkable and something many modern vehicles still struggle to match. Our little car though was sadly in need of some TLC and I was not about to put this theory to the test.

Next page…

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