All about Alfa Romeo

Αρχικό Μήνυμα από το μέλος alfista (23 Μάρ. 2004 , 02:25)

 

Min vazeis kai to xeri sou sti fotia gi' auto. ;)

 

 

:alien: :alien: :alien: :alien: :alien: pesta pesta

To θεμα ειναι οτι ο 2.0 TS στην 147 εχει 0-100:9,7 ενω ο jts 2.0 στη νεα alfa GT εχει 0-100:8.8 επιβεβαιωμενο απο test drive που εγινε σε ολα τα περιοδικα και φυσικα με χαμηλωτερη καταναλωση.

Allo isxys, allo 0-100. To ena metrietai se hp kai to allo se sec. :p

Pera apo tin plaka to 0-100 epireazetai apo pollous paragontes opws p.x. lastixa, odostroma, kairikes synthikes alla fysika kai klimakwsi kivotiou. Min ta mperdeveis sakiii!

Shake it, shake it! :D

 

P.S. Parepiptontws gyrw sto 9secs kai kati eixane metrisei ta periodika ti dilitri 147, kai gyrw sto 13,5lt/100km katanalwsi ton JTS stin GT. :cool:

Αρχικό Μήνυμα από το μέλος sakiss (23 Μάρ. 2004 , 09:50)

 

To θεμα ειναι οτι ο 2.0 TS στην 147 εχει 0-100:9,7 ενω ο jts 2.0 στη νεα alfa GT εχει 0-100:8.8 επιβεβαιωμενο απο test drive που εγινε σε ολα τα περιοδικα και φυσικα με χαμηλωτερη καταναλωση.

 

simantiki i diafora!!! ti na sou po.........

popolare τα δευτερολεπτα στο 0-100 δεν κερδιζονται ευκολα...1 δευτ παντως ειναι πολυ καλη βελτιωση..!

elteo den me sigkinise katholou to JTs!!!! me afise pagera adiaforo!!! perimena kalitera pragmata!!!!

Αλλου παπα ευαγγελιο αυτο!

Αλλα οχι οτι δεν ειναι σημαντικη διαφορα...

to thema se tetia autokinita einai i aisthisi kai oxi oi apolites epidosis!!!

For some technical description, pasting directly from Fiat Auto material...

 

The 122 kW (165 bhp) 2.0 JTS

 

Here is the first direct injection petrol engine with a specific power of 61.9 kW/l (83.8 bhp/l). In addition, thanks to slight gear ratio modifications, the 2.0 JTS offers a more sparkling drive with consequently greater pleasure at the wheel. An ultra-high performance power unit that takes the name of JTS (Jet Thrust Stoichiometric) from its specific combustion system, an acronym that is destined to identify an entire family of future Alfa Romeo engines.

As far as the customer is concerned, this means a naturally aspirated two litre car that:

already meets stringent Euro 4 emission limits;

does not need low sulphur petrol but is able to use the normal petrol already on sale in Europe and the United States.

The New 156 thus confirms the first petrol engine from Alfa Romeo (and indeed Fiat Auto) with injectors that work directly in the combustion chamber. It achieves its end by interpreting the principles of stratified charge and the creation of motion in the mixture inside the cylinder in an entirely original way.

 

- Lean burn, but not too lean

The possibility of injecting petrol directly into the combustion chamber instead of the intake duct has been known since Nikolaus Otto (who took out a patent in 1877) and has been applied for two different purposes over the years. On racing cars in the Fifties and Sixties to increase engine power. More recently (since 1996), to reduce fuel consumption.

Recently, manufacturers have devoted all their efforts to this latter direction and gratifying results have been achieved with the stratified charge method. The principle is simple: instead of injecting all the petrol required to maintain the normal air-fuel ratio of 14.7:1 (stoichiometric) throughout the combustion chamber, only a small amount of fuel is injected that mixes with the air to form a core of almost stoichiometric composition about the spark plug. The resulting mixture is stratified or layered because it is richer where the ignition spark ignites and increasingly lean (more air and less fuel) as it approaches the outside of the chamber.

So far the benefits of this lean burn system, usually applied in the rpm band up to 3000 rpm, have amounted to a fuel saving of some 10%. The disadvantages may be summarised as follows:

a drop in performance when the car is required to deliver full power (because the ducts and pistons are shaped in a certain way that is essential to reduce fuel consumption at low speeds);

the need to use sulphur-free fuel that is difficult to find in Europe and practically unknown in the US;

the requirement for exhaust gas treatment methods (DENox) to reduce the higher nitrogen oxide emissions generated by the leaner burn.

 

It goes without saying that Alfa Romeo's approach to the new technology had to be quite different. Category-topping performance and irrepressible driving behaviour have always been essential requirements for all Brand models.

But what was to stop us from using direct injection to increase engine power and torque in keeping with the sporty applications of this technology. Then, we reasoned, we could bring in the stratified charge system to reduce fuel consumption within a restricted rpm band around idle speed.

The result was an entirely original Alfa Romeo approach to applying direct injection in petrol engines. A solution that offered a compromise between the two methods pursued to date. The New Alfa 156 2.0 JTS works using a lean burn approach up to around 1500 rpm and this saves fuel, although not as much as on other lean GDIs. Above this rpm, the engine burns a stoichiometric air-fuel mixture, i.e. with a normal 14.7:1 ratio between both components. All this means outstanding performance. Much better than would be obtained using a normal indirect injection petrol unit.

Firstly, because petrol injected directly into the combustion chamber instead of the duct cools intake air to increase the engine's volumetric efficiency. As temperature drops, the gases increase in density and their volume therefore decreases: this means that more air can be introduced into the combustion chamber.

Power unit susceptibility to knock is also reduced by chamber cooling. It is therefore possible to increase the compression ratio - in this case from 10:1 for the 2.0 T. Spark to 11.3:1 for the 2.0 JTS.

This means more power for the new Alfa Romeo engine that is, moreover, able to deliver its power unhindered because the exhaust gas treatment system used on the 156 does not generate the strong counterpressures typical of the Nox absorbers used by lean GDIs.

Direct introduction of petrol into the chamber improves power unit response speed to the accelerator control (it is faster overall than a conventional petrol engine).

 

- Benefits: higher performance and lower fuel consumption

Compared to the 2.0 T. Spark unit, the 2.0 JTS unit fitted to the New Alfa 156 offers slightly lower fuel consumption and a generous increase in power and - above all - torque. + 15 bhp e + 26 Nm. And all this is achieved using petrol currently on sale and current catalytic converters.

In detail, the New 156 equipped with the 2.0 JTS reaches a top speed of 220 km/h (on the circuit) and goes from 0 to 100 km/h in 8.2 seconds (the Sportwagon records the same figures). The saloon consumes 8.6 l/100 km (combined cycle), 6.6 (extra-urban cycle) and 12.2 (urban cycle). Sportwagon fuel consumption is slightly higher, respectively: 8.9 - 6.8 - 12.5.

 

- A new combustion chamber principle

The new JTS combustion system displays two distinctive features:

the principle followed to generate the movement that propels the air and fuel mixture toward the spark plug inside the cylinder;

the range of rotation speeds within which the engine works using a lean burn system.

 

Let's take a look at the first point. In other GDI engines, the air's force drags the fuel spray into the area where the ignition spark ignites. This option is determined by a desire to achieve a very lean mixture (up to 60:1) and thus consistent fuel savings. But it brings a need to change the air's motion within the combustion chamber (charge motion) according to rpm level and this complicates the air input mechanisms (throttles, duct closure systems etc.).

On the 2.0 JTS, however, the force of the fuel spray (Jet Thrust) propels the fuel toward the spark plug as it mixes with the air. In this way, we achieve a charge that is less lean overall (the ratio remains constant at all speeds and is 25:1) and less fuel is consequently saved. But the engine's internal mechanism is far less complicated because it lacks systems for altering the air's motion.

The same process of simplification also guarantees the limitation of lean burn technology to rpm levels around idle speed (up to 1500 rpm). GDI engines that use stratified charge within a broader speed band (up to 3000 rpm) must employ modified piston and duct profiles. The resulting shape does not allow power to be optimised at high speeds.

The use of stratified charge only up to 1500 rpm, however, means that the pistons and ducts on the 2.0 JTS Alfa Romeo are hardly altered. Because their shape is more similar to those of current indirect injection engines, they are able to exploit all available power at high speeds.

The addition of an exhaust gas treatment system (Nox absorber) to remote nitrogen oxides is also only required when the lean burn range is extended up to 3000 rpm. This also dictates the use of sulphur-free fuel, i.e. the only type that will not damage the catalytic converter.

The use of stratified charge only at speeds around idle speed, however, allows the 2.0 JTS unit fitted to the New Alfa 156 to use a conventional catalytic converter system. This result is also made possible by a more extensive use of exhaust gas recirculation, which reduces the production of nitrogen oxides (NOx).

Because Alfa Romeo engines are fitted with variable valve timing, exhaust gas is recirculated to the intake on the 2.0 JTS directly between the intake and exhaust valves (internal EGR).

 

- Engineering: what changes

The main engineering changes on the 2.0 JTS compared to the corresponding Twin Spark engine affect the cylinder head (with Bosch injectors fitted in the chamber), pistons, camshafts and exhaust system. All these components are completely new.

The intake ports are high performance; the fuel manifold is high pressure (common rail type); piston compression ratio is higher - and the exhaust - built to Euro 4 standards - is cascade type.

The exhaust gas treatment system works conventionally despite an unconventional layout: the system no longer consists of a preconverter and a main converter located under the body. Instead it comprises two main catalytic converters built into the manifold (each connected to a double branch that leads to two cylinders). This frees up the space under the body for a silencer that is more permeable and thus more able to reduce counterpressure for fuller engine power delivery.

http://www.cuorialfisti.com/MATERIALE/Materiale%20Tecnica/JTS/spaccato.JPG

http://www.cuorialfisti.com/MATERIALE/Materiale%20Tecnica/JTS/testa.JPG

orea ola auta re saki!!!! ta kseroume!!! kali i theoria alla i praksi xalaei...........

Αρχικό Μήνυμα από το μέλος popolaros (24 Μάρ. 2004 , 23:57)

 

orea ola auta re saki!!!! ta kseroume!!! kali i theoria alla i praksi xalaei...........

 

Pοια αλφα με jts εχεις οδηγισει?Αν την 156 se dikaiologo pou protimas ton TS.Παντως να ξερεις οτι αν ξενερωσες με τον ηχο δεν φταιει η αλφα αλλα ολα ειναι θεμα euro4 με την σταδιακη μειωση των desibel μεχρι το 2006.Οσο για τον συγκεκριμενο κινητηρα ειναι καινουριος και συνεχως θα βελτοιωνεται και με την εμφανιση της νεας 157 η ΑΛΦΑ ΘΑ παρουσιασει εκπληκτικες ιπποδυναμεις:

http://www.autoexpress.co.uk/picture_library/dir_21/car_portal_pic_10635.jpg?1952

The Premium platform based Alfa 158 will be offered in both front and four wheel drive:

 

- FWD: 1.8 JTS 150cv, 1.9 m-jet JTD 140cv, 1.9 m-jet JTD 160cv, 2.0 JTS 170cv, 2.2 JTS 190cv, 2.4 m-jet JTD 200cv ( transverse engine mounting )

- 4WD: 2.0 JTS 170cv, 2.2 JTS 190cv , 2.8 V6 JTS 230cv, 3.2 V6 JTS 260cv, Quadrifoglio 2.2 JTS Uniair 310cv & 400Nm, GTA ( Europe & Japan ) 3.2 V6 JTS twin-turbo 300cv, GTA ( USA ) 4.2 V8 JTS Uniair 430cv, 1.9 m-jet JTD 140cv, 2.4 m-jet JTD 200cv, 3.2 V6 m-jet JTD 250cv

 

Nomizo oti tous aksizoun πολλα μπραβο.

Πσσσσσσσσσστ... Quiz. Τι διαφορα εχουν στο πισω μερος η παλια με την fαce-lift 156?

Αντε να δουμε παρατηρητικοτητες...

 

147 - WOW!!!! Απο τη στιγμη που την ειδα, επαθα... Ειναι απλα πανεμορφη. Η GTA με την διακριτικη αεροτομη ειναι ΟΛΑ τα λευτα...

156 - Η αρχη της αναγεννησης. Beaty unleashed... Και η ωμη GTA παραμενει με το αυθεντικο σχεδιασμο + αεροτομες κλπ...

166 - Το στυλ σε top-class αμαξι

GTV/Spider - Οταν βρω λεφτα, θα βρω και μια τετοια για restoration... love at first sight.

 

GT Coupe - Δεν ξερω για σας, εγω την εχω κανει εικονισμα... Εχει κανει ατομα που εφτυναν τις alfa να παραμιλανε... Θελω να την δω σε Alfa Red.

 

Ειναι ωραιο να βλεπεις εστω και μια μαρκα αυτοκινητων να συνδιαζει πρωτοτυπια με την ιστορια 100 χρονων τοσο αρμονικα. Το μονο που θελω να δω, ειναι επανοδο της alfa στην F1.

Αρχικό Μήνυμα από το μέλος gkantemis (27 Μάρ. 2004 , 01:54)

 

 

 

147 - WOW!!!! Απο τη στιγμη που την ειδα, επαθα... Ειναι απλα πανεμορφη. Η GTA με την διακριτικη αεροτομη ειναι ΟΛΑ τα λεφτα...

 

Η Τi συνδιαζει την ομορφια με την τιμη για μενα!

 

 

Το μονο που θελω να δω, ειναι επανοδο της alfa στην F1.

 

 

Mακαρι... :o

Αρχικό Μήνυμα από το μέλος gkantemis (27 Μάρ. 2004 , 01:54)

Θελω να την δω σε Alfa Red.

 

Το μονο που θελω να δω, ειναι επανοδο της alfa στην F1.

 

Ή σωστότερα rosso Alfa. ;)

 

Όσο για την F1 καταλαβαίνετε κι εσείς ότι κάτι τέτοιο είναι αδύνατο λόγω ύπαρξης της Ferrari στο ίδιο Gruppo. Το ότι οι άλλες ομάδες σέρνονται δεν σημαίνει ότι θα δημιουργήσουμε εσωτερικό ανταγωνισμό για να υπάρξει επιτέλους δράση. :D Η παρουσία πάντως της Alfa στο ETCC έχει αποδείξει ότι η μόνη θέση που της αρμόζει, είναι η κορυφή. ;)

Οπως ειχα διαβασει σε περιοδικο, η επανοδος της Alfa Romeo θα πηγαινε τα team orders σε αλλο επιπεδο...

 

Δυστυχως ομως, ενω η alfa ειναι στην καρδια μου, λογω χρηματων και προσιτοτητας και απολαυσης και καικαικαι... , εχω αλλαξει στρατοπεδο τον τελευταιο καιρο... Και πιο συγκεκριμενα εχω παει στη Honda...

OOOOOXI, μην παρεξηγειτε. Στην big H εννοω, την Honda motorcycles. Η αγαπη μου αυτον τον καιρο ειναι μια cbf και περιμενω πως και πως ποτε θα την αποκτησω (θα αργησει λιγο βεβαια).

Αυτος ειναι ο λογος που δεν εχω παει (ακομα) να δω απο κοντα την GT. Ειναι βεβαια στα αμεσα σχεδια μου...

 

Συμπερασμα... Σε απολαυση και στυλ το μονο που μπορει να ξεπερασει μια alfa ειναι μια μηχανη. (Μιλαμε για γηινα μοντελα, ετσι?)

1-2 στον πρωτο αγωνα της χρονιας στη Monza

http://put.edidomus.it/auto/mondoauto/attualita/foto/290304_alfaeuro_02_big.jpg

i tsonta :) :)

Εεεεετσι.... :) :up:

Αρχικό Μήνυμα από το μέλος Mythozz (30 Μάρ. 2004 , 16:16)

 

Εεεεετσι.... :) :up:

 

Συγνωμη για την προηγουμενη φορα αλλα μερικες φορες σε βγαζουν απο τα ρουχα σου με αυτα που γραφουν.Χαιρομαι που ξαναεγραψες στο topic.

Εεεετσι...Τσόντα στην F1...Τσοντα και εδω...

Αχ...

Επιτελους υπάρσει καποιος να μας κοντραρει....??? :rolleyes: :p :whistle:

Επιτελους υπάρσει καποιος να μας κοντραρει

 

Nai.Fantasou mia agwnistikh koinopraxia Ferrari/Alfa Romeo sthn F1

Nαι υπαρχει.Ο κακος μας εαυτος.

Δευτερος αγωνας του ETCC sti VALENCIA και εχουμε τα εξης

 

Qualify

ETCC - Valencia, 17th April 2004 - Qualifying Session:

DRIVER TEAM CAR Best Lap Av. Speed\Gap

1 Augusto Farfus (BRA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 1:40.819 143.00 kph

2 Gabriele Tarquini (ITA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 1:40.906 0.087

3 Fabrizio Giovanardi (ITA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 1:41.754 0.935

4 Andy Priaulx (GBR) BMW Team Great Britain BMW 320i 1:42.088 1.269

5 Frank Diefenbacher (GER) SEAT Sport SEAT Toledo Cupra 1:42.183 1.364

6 Luca Rangoni (ITA) Oregon Team Alfa Romeo 156 Gta 1:42.396 1.577

7 Dirk Mόller (GER) BMW Team Deutschland BMW 320i 1:42.570 1.751

8 Antonio Garcνa (ESP) BMW Team Italy-Spain BMW 320i 1:42.612 1.793

9 Salvatore Tavano (ITA) Oregon Team Alfa Romeo 156 Gta 1:42.721 1.902

10 Jordi Genι (ESP) SEAT Sport SEAT Toledo Cupra 1:42.731 1.912

11 Rickard Rydell (SWE) SEAT Sport SEAT Toledo Cupra 1:42.922 2.103

12 Jφrg Mόller (GER) BMW Team Deutschland BMW 320i 1:42.943 2.124

13 Michele Bartyan (AUT) Oregon Team Alfa Romeo 156 Gta 1:43.256 2.437

14 Alessandro Zanardi (ITA) BMW Team Italy-Spain BMW 320i 1:43.344 2.525

15 Tom Coronel (NED) Carly Motors BMW 320i 1:43.532 2.713

16 Alessandro Balzan (ITA) JAS Motorsport Honda Civic Type-R 1:43.715 2.896

17 homas Klenke (GER) RS-Line Rotpunkt Sport Ford Focus ST170 1:43.898 3.079

18 Simon Harrison (GBR) GR Asia Honda Civic Type-R 1:44.156 3.337

19 Jan Magnussen (DEN) Peugeot Sport Engineering Peugeot 307 Gti 1:44.270 3.451

20 Stefano D΄Aste (ITA) Proteam Motorsport BMW 320i 1:44.525 3.706

21 Toni R. Ruokonen (FIN) GR Asia Honda Civic Type-R 1:44.866 4.047

22 Carl Rosenblad (SWE) Crawford Racing BMW 320i 1:45.201 4.382

23 Paulien Zwart (NED) Carly Motors BMW 320i 1:45.348 4.529

24 Sebastian Grunert (GER) RS-Line Rotpunkt Sport Ford Focus ST170 1:44.840 * 4.021

 

RACE 1

 

1 1 Gabriele Tarquini (ITA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 13 22:28.346 139.01 kph

2 2 Fabrizio Giovanardi (ITA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 13 22:29.828 1.482

3 3 Augusto Farfus (BRA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 13 22:32.205 3.859

4 11 Andy Priaulx (GBR) BMW Team Great Britain BMW 320i 13 22:34.155 5.809

5 43 Dirk Mόller (GER) BMW Team Deutschland BMW 320i 13 22:36.224 7.878

6 42 Jφrg Mόller (GER) BMW Team Deutschland BMW 320i 13 22:41.817 13.471

7 5 Antonio Garcνa (ESP) BMW Team Italy-Spain BMW 320i 13 22:42.968 14.622

8 44 Salvatore Tavano (ITA) Oregon Team Alfa Romeo 156 Gta 13 22:51.429 23.083

9 4 Alessandro Zanardi (ITA) BMW Team Italy-Spain BMW 320i 13 22:52.388 24.042

10 20 Tom Coronel (NED) Carly Motors BMW 320i 13 22:55.125 26.779

11 23 Jan Magnussen (DEN) Peugeot Sport Engineering Peugeot 307 Gti 13 22:58.880 30.534

12 14 Alessandro Balzan (ITA) JAS Motorsport Honda Civic Type-R 13 22:59.661 31.315

13 28 Thomas Klenke (GER) RS-Line Rotpunkt Sport Ford Focus ST170 13 23:04.974 36.628

14 25 Stefano D΄Aste (ITA) Proteam Motorsport BMW 320i 13 23:05.745 37.399

15 16 Simon Harrison (GBR) GR Asia Honda Civic Type-R 13 23:18.903 50.557

16 17 Toni R. Ruokonen (FIN) GR Asia Honda Civic Type-R 13 23:19.233 50.887

17 27 Carl Rosenblad (SWE) Crawford Racing BMW 320i 13 23:22.475 54.129

18 21 Paulien Zwart (NED) Carly Motors BMW 320i 13 23:23.262 54.916

19 46 Luca Rangoni (ITA) Oregon Team Alfa Romeo 156 Gta 10 18:05.996 3 laps

Dnf 45 Michele Bartyan (AUT) Oregon Team Alfa Romeo 156 Gta 5 09:00.855 8 laps

Dnf 18 Sebastian Grunert (GER) RS-Line Rotpunkt Sport Ford Focus ST170 3 05:35.366 10 laps

Dnf 10 Frank Diefenbacher (GER) SEAT Sport SEAT Toledo Cupra 3 05:36.681 10 laps

Dnf 8 Rickard Rydell (SWE) SEAT Sport SEAT Toledo Cupra 0 13 laps

Dnf 9 Jordi Genι (ESP) SEAT Sport SEAT Toledo Cupra 0 13 laps

 

RACE 2

 

1 2 Fabrizio Giovanardi (ITA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 13 22:31.263 138.71 kph

2 1 Gabriele Tarquini (ITA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 13 22:31.442 0.179

3 3 Augusto Farfus (BRA) AutoDelta Squadra Corse Alfa Romeo 156 S2000 13 22:36.643 5.380

4 43 Dirk Mόller (GER) BMW Team Deutschland BMW 320i 13 22:36.970 5.707

5 42 Jφrg Mόller (GER) BMW Team Deutschland BMW 320i 13 22:39.282 8.019

6 11 Andy Priaulx (GBR) BMW Team Great Britain BMW 320i 13 22:39.591 8.328

7 44 Salvatore Tavano (ITA) Oregon Team Alfa Romeo 156 Gta 13 22:50.373 19.110

8 46 Luca Rangoni (ITA) Oregon Team Alfa Romeo 156 Gta 13 22:52.551 21.288

9 20 Tom Coronel (NED) Carly Motors BMW 320i 13 22:55.063 23.800

10 4 Alessandro Zanardi (ITA) BMW Team Italy-Spain BMW 320i 13 22:55.939 24.676

11 9 Jordi Genι (ESP) SEAT Sport SEAT Toledo Cupra 13 22:56.273 25.010

12 25 Stefano D΄Aste (ITA) Proteam Motorsport BMW 320i 13 22:59.707 28.444

13 14 Alessandro Balzan (ITA) JAS Motorsport Honda Civic Type-R 13 23:00.098 28.835

14 28 Thomas Klenke (GER) RS-Line Rotpunkt Sport Ford Focus ST170 13 23:00.593 29.330

15 5 Antonio Garcνa (ESP) BMW Team Italy-Spain BMW 320i 13 23:04.318 33.055

16 16 Simon Harrison (GBR) GR Asia Honda Civic Type-R 13 23:09.506 38.243

17 21 Paulien Zwart (NED) Carly Motors BMW 320i 13 23:17.884 46.621

18 17 Toni R. Ruokonen (FIN) GR Asia Honda Civic Type-R 13 23:22.772 51.509

19 27 Carl Rosenblad (SWE) Crawford Racing BMW 320i 13 23:48.044 01:16.781

Dnf 8 Rickard Rydell (SWE) SEAT Sport SEAT Toledo Cupra 5 08:58.279 8 laps

Dnf 23 Jan Magnussen (DEN) Peugeot Sport Engineering Peugeot 307 Gti 2 03:39.022 11 laps

Dns 10 Frank Diefenbacher (GER) SEAT Sport SEAT Toledo Cupra 0

Dns 45 Michele Bartyan (AUT) Oregon Team Alfa Romeo 156 Gta 0

Dns 18 Sebastian Grunert (GER) RS-Line Rotpunkt Sport Ford Focus ST170 0

 

 

 

DRIVERS

CHAMPIONSHIP

1 Gabriele Tarquini (ITA) 28

2 Fabrizio Giovanardi (ITA) 26

3 Jörg Müller (GER) 22

4 Dirk Müller (GER) 21

5 Andy Priaulx (GBR) 20

 

 

 

MANUFACTURERS CHAMPIONSHIP

1Alfa Romeo 54

2 BMW 47

3 SEAT 8

 

NEXT RACE:

Magny-Cour

Εεεεεεεετσι ετσι :D :D . Forza Alfa!!!

Ετσιιιι...ετσι...Αλλος κερδιζει στα DTM και αλλος στις πωλησεις...!!!