I have a factory Dellorto manual at home. It doesn't go into a lot of detail (say compared to the Veloce/Powertune book) but it covers all of the Dellorto models including the single choke and triple choke models.

IIRC the South African GTV6 had an Autodelta developed 3.0 which has a different bore and stroke to the later Alfa designed 3.0 and ran the six single Dellortos. I think that only the first series Alfa 6 ran on carbs and then either with 6 singles or 2 triples. (I thought it was the former, but the later is listed for the Alfa 6.)

I believe that the Dellortos are a nightmare to tune and you are probably better off with sticking with the Bosch injection, which isn't as complicated as later Bosch Motronic systems seen on 75s and 164s. 

The  AROCA NSW had the good fortune of having Warren Brown as a guest speaker last year. Alas it was all a bit last minute and there was no publicity, so we didn't get a great turnout of members.

However Brown was easily the best guest speaker I can recall at our club night. He mainly spoke about the Peking to Paris reinactment that he had participated in and he had everyone in stitches. A real natural.

I thought Charlie was sound, but no so sure about Steve - too hyperactive for my liking. He needs to slow it down a bit.

Check out this weeks Auto Action (with the Homebush V8 story on the
cover) and turn to the "National" page where you will see an article
in red by yours truly on the VRA East Coast Challenge.

Then turn the page to "Reports" and feast your eyes on a large format
photo from Mother of the start of Race 1!

Thanks to my mate at Auto Action, the former Rev Limiter Luke West for
assisting in getting this into a national circulation motorsport
newspaper.

Kris,

It appears that RTA are ok with bolt-in half roll cages for road cars. But this won't wash with CAMS if you intend to get the car logged in the future.

My understanding is RTA only accept full cages in road registered cars that are used for rallying (gravel and not tarmac) and you need an engineers certificate and a blue slip because it becomes a two seater and not a four seater.

Don't put a cage into the car if you need a blue slip (if it is unregistered get the blue slip first.) Then you need to find a mechanic who will give you a pink slip with the cage in, but it is likely he will say - "I didn't see the cage. You put this in after I gave the pink slip..."

As an aside I would keep the normal seat belts in and use these on the road and not your harness.

Most of us are running our cars on historic plates and just taking the chance. Remember the RTA Inspection vehicles on the road are looking for trucks and not loud psuedo race cars driven discretely on the street.

As Bonds says; "you are on your own."

I'm in the Twin Spark camp as well.

I owned a TS for three years and before buying it I test drove both 2.5 and 3.0 before going with the Twinnie (a late 90 model.)

The 2.5s didn't do anything for me with their open diffs and the earlier interiors weren't up to much.

I didn't get to drive a Potenziata which I think has a 4:1 diff but an early one with the 3.7 (or is it 3.5?) was ridiculously over geared. I don't think I got it out of third on the test drive.

The TS engine is a lot cheaper to maintain than a V6 (really nothing goes wrong) and other issues like power sterring pumps and lousy electrics are common for all models.

To cap it off the TS handles better than any V6 75 (with standard torsion bars) but its handling wasn't a patch on my lightly modded Alfetta 1.8... 

Hollywood, a.k.a J.A.P, why have we the Bruce Willis (I think  ) avatar. Why not put up a pic of your lovely silver GT.

It's better looking that whatshisface.... 

Hey JL, it sounds like a good deal!

I owned a 75 TS 10 years ago - brought from the Enforcer no less... Twas a good car and I kept it for three years. It's still out there - saw it on the road barely a month ago!

The 75 Potenziata is a rare beast and is the pick of the V6 brigade. I don't think they brought many here and there wouldn't be many left. Quality is a step up from the GTV6 and they aren't as complicated or dare I say as troublesome as the 164Q that you are hankering after.

Colin was circulating well. I think he is still getting used to the car. He didn't put a scratch on it, which is more than I can say for the rest of us....

Scott, what do you expect if you keep sending your Alfettas north... 

We say your old car running in regularity and there is a Queensland tarmac Alfetta here that has now been logged for Group S.

Have to say that there was a bit of Alfa carnage over the weekend. At least six Alfas went home with some panel damage (including moi  ) Some minor and a couple major...

A Group Sc Sud....

Haven't heard about that one and I'm on the Group S racing Association committee... I think some of the racers have had a problems with Porsches and Alfas (105s and 116s) running as touring cars as well as sports cars. At present there is conjecture as to whether a BMW 3.0 CSL should run in Sc. A normal Sud Ti would be construed as a 2 door sedan much like a BMW 2002 is. I could see a case for a Sud Sprint, but they didn't come here until 79 as 1.5 and earlier (76?) Sprints would only be 1.3. I couldn't see anyone wanting  to run a single carb 1.3 in the rough and tumble of Group S ...

Yes, the guy with the Group C Sud logbook knows what he has, though I'm sure it isn't as straight forward as I've described it. But he also has another Sud to race, and he doesn't get out in that much either...

Hey Scott,

Here is a photo of the Green Sud, courtesy of Ray Gulson.

I wouldn't worry about trying to find it though.... 

I'm not 100% sure about the story but the Group C Sud was purchased by Andrew Leithhead and Phil Whalley in the 80's and it ran in 6 Hour events and the like until it was rolled at Oran Park I think in the late 80's. The car was reshelled and I think (though I'm not totally sure) that there was a continuation of the Group C logbook.

I believe this Sud was then "retired" when Leithhead brought his Group A GTV6 (another sad story...  ) and all the good bits like the close ratio Autodelta gearbox were dipsersed among the "faithful." The shell was then sold to another Sud racer with the logbook. It still exists in I believe average condition but whether it can be built up into Group C Bathurst spec and whether it would get a Certificate of Description (despite the Group C logbook) is another question.

Gulsons also took a silver Sud (on Momo Vegas  ) to Bathurst in 1981 but it failed to qualify. And no, I have no idea what happened to that one. Probably sold on the lot to a Canberra suburban housewife... 

Jim, I think we are getting stuck on semantics, or if you prefer terminology.

As I said I never use the gearbox to slow myself down on the track, but I do use the gearbox to "help" me slow down on the road and limiting use of the brakes - usually I'll double declutch down from 4th to 3rd and only incorporate the brakes for a heel and toe change back to second as I'm coming up to an intersection.

Maybe that is why (on my 01 Honda Integra Type R with 110K) I'm onto my second clutch but still on my first set of front brake rotors... 

I'm a bit late to discussion, but I will add my two cents worth ...

I always understood that double-declutching was when you didn't use the brake ie changing up gears in a non-synchro box (or a truck) or using the gears to slow you down when downchanging.

I always understood hee-toe as incorporating the brake pedal into your double-declutch.

In the first instance I double-declutch, or use the gears to help slow me down when I'm driving my road car. Often you find yourself in a situation in the road where you've slowed down in traffic (coasted) without using the brakes and need to select a lower gear, so I just blip the throttle, double-declutch and make a smooth gear change.

In a racing situation you never you the gears to slow down - that is what the brake pedal is for!  As a few have said before in this thread, you will always be on the brakes long enough for you to double-declutch on the downchange. Ok, I might double-declutch every gearchange - I will often go straight from 4th to 2nd for Honda Hairpin at Phillip Island, but I will always double-declutch - its smoother and easier on the machinery. And as club racers we have to look after the gearbox - no one can afford to get then rebuilt every second race meeting...

Honestly I would be very surprised that anyone in our form of racing would not double-declutch, whether we are using synchro or dog boxes.

have a look at the "foot-cams" they sometimes deploy in the V8 Supercar coverage. All those cars use 6 speed Hollinger dog-boxes. You will see that they flat change up the gears without using the clutch (though some drivers have taken to using the clutch for across the gate changes - 2nd to 3rd and 4th to 5th. When they change down gears all the drivers with one exception are using the clutch to select the gears and are thus double declutching on their heel-toe changes.

You may ask who that one exception is? well as far as I know Greg Murphy is the only V8 driver who left foot brakes, which means he isn't using the clutch at all and must deploy what we consider in this thread to be the true "heel-toe." I'm not quite sure how he does it (I believe it's a common practice where sequential boxes are used, eg old Lola Champ Cars from 2006 and before) but he must be good at it as I reckon it would be tough on the gearbox...

For those of you who were at the FOSC Wakefield Park meeting back in October you will recall that John Pucak comprehensively blew up the engine in his silver Alfetta GT. The smokescreen was impressive, as was the oil trail... 

On inspection back at the pits it became evident what had gone wrong as there was a large whole in the block with number three conrod poking through... 

Anyway a couple of weeks ago fellow Alfetta punters, Grame Jeffries, Steve Smith and your truly helped John take the engine out of his GT and I had my camera along to record this for posterity. It would appear that it sheered a conrod bolt. The crankshaft itself seemed fine and so was the cylinder head. Here are some pics: (hopefully this will work ... )

I believe the Dunlop D93J is the famed Dunlop "wets." As such there are no longer allowed in Group S as they are too much of an advantage in wet conditions and in the interests of containing costs (i.e competitors requiring drys and wets) they have been banned.

I'm not sure whether competitors who still have them will be allowed to "use them up."