To continue staying in CIVT privilege positions using the 155, Arese brand needed to have a fully competitive car in no time. Being the new model a front wheel drive, this was very complicated. To face with the powerful and efficient rear propulsion of the other pageant's contenders with certain guarantees, the 155 had become all-wheel drive. Alpha, already fully integrated in the FIAT group, had at its disposal all the mechanical components of the Delta unbeatable rally, which could be dressed with the 155’s “skin” and adapted to the circuits by Alfa Corse’s experienced technicians. So said and done: he conceived a production car that offers the new range of benefits and to allow approved version both in Group A, and was born 155 GTA (Gran Turismo Aleggeritta), named with an acronym that recalled unforgettable successes in competition for Alfa Romeo.
The GTA, responding to the hopes placed in it by its creators, has debuted sweeping their opponents in the opening races of the year, showing that the way followed by Alfa has been successful. And the truth is that, seen live, stunning looks only confirms their potential, honoring all technology deployment that in it has done. Perhaps many think the credit goes to Lancia and Alfa not. But true to the truth, I must say that the GTA has a lot more than Alfa priori conceivable. The milanese trademark engineers have been able to give that touch of genius that are all competing models of the firm, making it an efficient winning machine on circuits, which so far had not gotten the HF Integrale, probably because of lack of interest of a brand with the World Rally Championship as a goal.

Small paragraph at the right of the third page: Eighty million ("pesetas" old Spanish currency) has cost to build each of the seven units of the effective Alfa GTA. The end result gets the car on the track and applied the technology fully justified. Among the technical display showed is the made Alfa Corse's box with six gears, the body, almost entirely made of carbon fiber and Kevlar, the awesome brakes, Magneti Marelli sophisticated electronics and aerodynamic study has been submitted to the car in the tunnel wind.

....adhered to the asphalt. The 155 GTA has a numerous air inlets to cool the front brakes and mechanisms in the latter case without need for electric fans, which can also contain the total weight. Even the exterior mirrors are designed to vent the cabin and make the pilot's life more bearable in such a furnace. Front spoiler, lower fairings, side skirts and two air outlet tunnels in the back allow the car to get some downforce, which helps improve cornering stability.
If we continue with the frame we have a platform that has been completely redesigned in the rear, for use and some basic rear suspension geometry identical to the 164. The rear differential, the race car without subframe mounting Q4 street, is housed in a tubular structure anchored directly to the chassis. The monocoque has been reinforced and lightened butt, incorporating an integrated safety cage made by the men of Alfa Corse.
That impact positively on the achievement of a greater rigidity. Arms, triangles and columns of a suspension are made of a particularly resistant steel alloy, using fasteners Uniball ball joints stiff and effective. Bilstein competition shock absorbers, and the springs, short and very hard. The huge wheels 9 "x 18", shod with Pirelli racing tires, hide some equally impressive Brembo brakes, equipped with powerful claws of four bowlers.

The engine was where there was hardly anything to do. Lancia maximum evolved, simply has adapted its use for performance circuit, being a little more powerful and with a high rev character than the Delta.
In any case, it has also worked to get some more torque, achieving spectacular reach 51 mkg. The exhaust line, however, is different, with a lateral outlet. The gearbox has been designed in Corse Alfa, and the transmission has been tweaked the distribution of torque, increasing the distribution to the rear train respect the effective Delta.
After decoding such compendium of technology, we access to the interior completely naked, chaired by the bucket of Kevlar, the roll bar and the dashboard as standard, something that had to keep as the regulation of Group A. A MOMO steering wheel gives you access to the assisted steering, while we foot up on the pedals, where to make a heel tip is delicious. The instrument panel is digital, it appears, in addition to relevant scale of the tachometer, water temperature (recommended not to go beyond 85 º), the oil (must be between 90 and 100 º), oil pressure (it should go 6kg) turbo pressure and indicator emergency. On the right, in the center console is located gear lever, the start button and the contact switch, which serves both the circuit breaker. To the left, located on the sidebar of roll bar is the reverse gear blocking, which is in the same position as the fifth gear and can only be entered by operating said lever, right next to it are located control levers stabilizer bars.
When we sit at the controls of GTA, it had been subject to initial preheating. The operation was conducted by Stefano Livio, Alfa’s Adamich Andrea monitor school (located in Varano) and former rival of Villamil and Perez-Sala in the pasat, in the Italian Formula 3. Following warnings from the Alfa Corse’s engineer present in our test, relating to maximum usable system (6,500 rpm) and control of water temperature and oil pressure and temperature, we jump to the track. The carbon clutch is delicate, has a very short tour and feel extremely dry, but the pedal is not too hard. The direction, very little reduced range, is very fast. The shifter has a very short travels, with the gears close together, making it necessary to be precise and decisive when selecting them. The engine in low rpms, is completely dead,it wakes up suddenly, but softly, glowing in progression, from 4000 rpm, finishing, as they advertised us, over 6,500 rpm.
The sensation of grip is always total, thanks to the enormous tyres, all wheel drive and aerodynamics. The swings do not exist, thanks to the efficiency and strength of the suspensions. Upping the pace gradually, the 155 is showing us its excellence even while it becomes more selective with the pilot. Driving requires a smart, clear ideas, to reach their potential, showing a remarkable stability and a terrific stopping power.
With a margin effective use of the engine that sits between 4,500 rpms and 6,500 rpms, the car necessary to anticipate when we want to accelerate in the corners. We must always keep the turbo charging, then the transmission can show their ability to send more power to the rear train. If this is achieved, the GTA deals the corners with a neutral of reactions that can take advantage of all its dynamic qualities. If not, we are doomed to failure, and chronic understeer registered prevents the front in the path.

And it is not exactly easy. The gear ratio of gears forced us to use the lever more frequently than desired. The group was long for the winding route of Varano, as the GTA of our test, the second unit of Larini, came from the very fast track at Imola. But despite all, the GTA denoted be easier to tame than a priori expected, and noble enough to avoid any unpleasant surprises. In the faster sections showed a little understeer, almost neutral, resulting in ease of driving.
This is welcome in a car that can achieve cornering speeds that make your hair stand on end, coming to support lateral accelerations of up to 3 "g ".
In hard braking (braking power is brutal) if made,of lightweight support, the rear suspension can seem a little soft, and the car winds slightly, but not excessive complicated control, and if accelerated in time, the GTA takes gently the corner, sliding on all four wheels, in perfect harmony and with full efficiency. And, the goodness of this fine frame is always shout at all times, making clear the good work made by the Alfa Corse’s men.

In summary, we can say that the Italian brand has achieved a fully balanced set, which is not a foolishness when it comes to a car that develop 400 hp at race conditions. In our test, with less blown turbo, we should be about 340/350 hp, enough to experience an amazing adrenaline rush through his lightning acceleration, sufficient also to perceive the unforgettable sensations that only a win machine like this is capable of transmitting.