It is undeniable that Facebook is the king of the social media world. It is also the platform that has most successfully embraced social advertising with all other platforms following suit.
With 1.86 billion monthly active users and 1.15 billion daily active mobile users, businesses should start taking Facebook social advertising very seriously, if they do not already.
For those companies who have embraced Facebook, one matter looms large: how to implement conversion rate optimisation.
Facebook is a very different animal from paid search. It is obvious that Facebook can be a powerful asset in brand awareness, user engagement, and traffic generation but producing a good conversion rate, CPA and ROI remain more of a challenge. This is because Facebook is a social platform, not a search engine. Your audience is not actively shopping, they are socializing and are, therefore, higher up the conversion funnel.
This does not mean Facebook cannot be used to push conversions, advertisers simply have to be heavily pro-active when it comes to Facebook conversion rate optimisation.
For those who are new to using Facebook ads with conversions as your main goal, you must start by having a Facebook pixel enabled.
You should always track your conversions and actions produced by ads in any campaign but they will naturally be a necessity in Optimising for conversions, so make sure you have it set up correctly.
The pixel is Facebook's version of conversion tracking code. Historically the Facebook pixel behaved much like Google AdWords conversion tracking code, where you would have to add separate pixels to all the conversion pages you wanted to track.
Thankfully you now only need to add one Facebook pixel, which really streamlines the process.
With the single pixel, you can track multiple actions on specific pages, implement retargeting and create custom audiences.
Implementing a pixel is straightforward. First, head to your ads manager.
Then open your toolbar and select pixels under assets. Alternatively, you can access power editor and select tools then pixels.
Power editor is a platform for managing your Facebook ads. It is available in Google Chrome only. It offers greater flexibility than the Facebook ads manager.
Having named your pixel, you will be presented with the code that you should then paste into your website header. This lets the code track all actions on your site from users brought by the Facebook campaign.
If you are concerned your pixel is not working properly, download the pixel helper for Chrome and test it.
Now you have the power to track various conversions but first you have to dictate what actions equal conversions. In ads manager head to tools and then custom conversions.
Click to create a new custom conversion.
Here you will notice it brings through your pixel ID and name. You can add a URL rule to specify the action you want to track e.g. URL contains thank-you, if you want to track leads or purchases or form completions.
You have a wide range of categories to choose from and can assign monetary value to types like purchases to more easily track your ROI.
Now you can choose to optimise for a particular conversion in a campaign by selecting website conversions as your campaign objective.
Since the conversion tracking is set up independently to your ads, you can optimise for them in any future campaign as well.
You can track conversions on all sorts of campaigns. Once you have created your pixel and custom conversion, these are being tracked all the time, even if you don't optimise for a particular conversion on a campaign.
You can track conversions on campaigns optimised for engagement, brand awareness, traffic to your website, local awareness, leads, impressions and more.
Choosing the right campaign objective is the first step in improving your conversion rate optimisation but be cautious. Traffic campaigns are also extremely valuable for gathering data on the kinds of Facebook users who convert. Facebook requires substantial conversion data before it can successfully target audiences likely to convert and you can still learn a great deal about your Facebook converter demographics in traffic campaigns from audience insights.
If you have already experienced clicks to website campaigns and are ready to take the plunge into website conversion campaigns, then select this objective and identify the desired custom conversion to optimise for.
Now you have a clear objective in sight.
Of course, simply choosing the right goal and adding your conversion marker is not enough to achieve effective conversion rate optimisation. This is just the basic setup. The real challenge is reaching the right audience.
Targeting the right audience is the most important feature for any campaign objective. Only the most relevant audience will be convinced to convert.
Facebook is a sophisticated tool for advertising, especially when it comes to targeting various demographics and behaviours. You can target everything from location and age to household income, parental status and even specific interests and behaviours such as travelling or music.
This offers a truly granular approach to targeting your audience. You could even segment your campaigns by different audience types, so you can leverage the full potential of your various products/services and ad styles.
It is also important to consider the type of people who convert for your company outside Facebook. The most common age demographic on Facebook is 25 – 34 year olds. While many over 40s, 50s and 60s do have Facebook profiles, you must be aware that your audience pool could be potentially smaller if the majority of your customers are typically older. A smaller audience means less conversions and less data to aid Facebook's conversion targeting, so think carefully about this when selecting your campaign objective.
Now that you understand the potential power of audience targeting and segmentation, all your instincts may be telling you to create a highly-targeted audience for increased relevancy when optimising for conversions. Yet interestingly, being too specific with this type of campaign can be detrimental. The is because Facebook is quite demanding when it comes to a required level of data to successfully target likely converters.
Facebook defines a successful conversion optimised campaign as one which receives 15 – 25 conversions a week minimum but ideally 50 – 100+. Only at this level does Facebook believe it has enough data to be profitable. This means that making your target audience too narrow could harm your chances of generating the necessary data. That is why Facebook recommends that advertisers use somewhat broader targeting than they would for impression or click optimised campaigns.
Naturally, you will still want to focus your audience a bit. A completely broad audience would just waste money if there is no targeting, e.g. there is no point allowing Facebook to target people outside your country if you don't sell internationally. The best approach is to try to resist adding too many different demographic and interest restrictions to give Facebook a chance to generate the necessary number of conversions to gather enough data.
It is also a good idea not to split up your campaign into too many ad sets if you have elected for conversions as your campaign objective. It is true that segmenting audiences can be useful for targeting your different audience pools with different ads but unfortunately Facebook accumulates conversion data per ad set not per campaign. It can be frustrating but if you choose the website conversion objective you have to trust Facebook to find enough converters due to their demanding conversion level requirement.
Why is Facebook so demanding for conversion optimised campaigns?
The way Facebook's algorithm handles conversion optimised campaigns is to have the equivalent of a learning period where it gathers conversions. It then uses that information to target users who are similar to these previous converters. This is how Facebook targets for conversions and it requires a reasonable pool of data to draw on before it can successfully target. If the learning window is too long Facebook would be wasting advertiser money on non-conversion targeted users. Facebook claims this is to do with the principle of uncertainty rather than any inferiority in their algorithm.
Those familiar with optimising for conversions in AdWords may be puzzled by these restrictions but remember these users are not actively searching and if you want to leverage social advertising you're going to have to accept Facebook's requirements.
15 – 25 conversions per week is quite a tall order in a small conversion window. If you are a small business, B2B or sell highly priced items this may seem rather discouraging, especially when we remember the target audience is further up the conversion funnel than paid search. Bearing this in mind we would expect them to take longer to convert.
This high conversion expectation may seem a little alienating to some businesses. Facebook actually goes as far to say that if you don't expect this level of conversions to be possible then optimise for something other than conversions. That may seem like odd advice, however it is necessary for that precious data accumulation.
From this we can extrapolate that the conversion objective isn't right for every industry or business size looking to increase conversions. Some businesses should opt for clicks optimisation, while targeting a highly relevant audience but still track their conversions. This way you can run your own experiments to see which ads and targeting produce the best conversions.
If you do want to choose the website conversions objective but don't believe your business is likely to accrue the required number of conversions in time, you could instead optimise for an event further up the funnel e.g. an eBook download or free trial. Remember the audience is not actively looking for your services when they encounter your ads, so it's important to really think about what the right conversions to track might be and what campaign objective will be most effective for your industry.
If you believe website conversions is the right objective for your campaign and are concerned about the relevancy of your audience, there are ways to target relevant users without over narrowing.
Remarketing and lookalike audiences are a perfect solution if you have previously acquired enough visitors or converters with your pixel on your website.
You can implement retargeting in the 'create audience' section of you campaign creation. After choosing the website conversions objective you will be taken to the audience targeting section.
Instead of filling out demographic and interest targeting, simply select create custom audience.
Now you can decide if you want to retarget anyone who visited your website or those who visited a specific product page.
If you choose a specific product or service page, simply add in its URL. Set the time window, the maximum of which is 180 days. Tick the box to include visitors from when the pixel was first installed and then save. You don't need to add any further targeting data and can proceed directly to ad creation.
Another option for a broad but relevant audience on conversion optimised campaigns is lookalike audiences. Facebook highly recommends lookalike audiences for conversion optimised campaigns as it quickly gives information on what your previous converters are like.
A lookalike audience targets your campaign to new users who have similar characteristics to one of your existing audiences. Your existing audience is a source audience you have already created.
A source audience could be website visitors (just as with retargeting) or a customer email list or fans of your page. For the purposes of a website conversion campaign, you may want to target a similar audience to those who have already converted, whether that is through a customer list or website visitors who reached your thank you page. This would be the ideal option for the most relevant audience for your conversion rate optimisation, although advertisers should bear in mind that Facebook regards 1000 – 50,000 as a suitable source audience size.
Again, it is vital not to overly narrow your new audience with additional parameters.
To create a lookalike audience, you must have previous custom audiences in place or target fans of your page. Head over to your audience section in ads manager. Select your chosen source audience, click actions then create lookalike.
Choose your target country and audience size then confirm.
Then you can create the campaign with website conversions as the objective and just as with retargeting, you head over to the audience targeting section and then click in the custom audience box. Your existing custom audiences should appear as a drop down, including the new lookalike audience.
Lookalike audiences are one of the best ways to aid conversions rate optimisation on Facebook because it allows you to tap into a large audience who are likely to convert, making it much easier for Facebook to gather its data and produce effective convertor targeting.
Retargeting, lookalike audiences and other custom audiences have proven to be particularly effective in conversion optimised Facebook campaigns. According to research from Wishpond, an e-commerce company who targeted their email list with Facebook ads benefitted from a 43% conversion rate increase, while another saw a 30% increase after targeted visitors who had failed to purchase in the last 30 days.
If you are optimising for conversions but your custom audiences are on the small side and you want to target a larger group on Facebook, try targeting similar pages. By targeting your most successful competitors' fans, you tap into a large, highly relevant audience.
All you need to do is type the competitor Facebook page name into the interests section within audience creation.
You are now well on your way to building a successful Facebook campaign for conversions. You have selected your objective, added your pixel, created your custom conversions and built your ideal targeting, so now it is time to build ads that convert.
In addition to the large number of campaign types, conversions and audiences, there are also many ad styles to choose from.
Multi-link ads (better known as carousel ads) – these are perfect if you want to promote a range of products or services. You can include up to five links.
Lead generation forms – this is a great choice if you want to optimise for leads, especially if you are offering services or contracts, rather than products. This type of ad collects leads directly in Facebook with a form.
Your visual ads can open forms directly in Facebook. These forms can have fields tailored specifically to your needs, although avoid having too many fields and boring your customers.
These ads can be extremely effective for conversions and lead generation if used properly. Single Grain offer an excellent guide specifically on canvas ad creation but they are easy to create in Power Editor or publishing tools. The trick is to create a story and an enjoyable experience for users rather than focusing on the hard sell. These ads are only available for mobile viewers, so they make a good option if you want to segment campaigns by device.
Video ads – These are perfect for film trailers and innovative product demos.
Event ads – Does exactly what it says on the tin, promotes your event on Facebook and invites people to join.
There are so many ad styles to choose from and Facebook is bringing out new formats all the time, so keep your eyes peeled for new tactics available to your business. Simple ads, multi-link ads, dynamic products ads, lead generation forms and canvas ads are the best if you wish to push conversions on site.
So, once you have chosen your ad style how can you design it to convert?
Colour plays a large component in the beauty of ads and how people relate to ads. Have a read of this amazing, in-depth analysis of colour psychology and customer psychology from Neil Patel and Ritika Puri.
2) Tell a story – We have said many times that your audience are not shopping. They aren't necessarily looking to buy, so your ad needs to be really entertaining. Thinking of your ad and landing page as an experience rather than a standard promotion will help you create better ads. As well as being beautiful they should offer a positive experience like exciting or educational content. Facebook is perfect for promoting fun content that contains a lead form or links to your conversion page.
3) Be emotive – Manipulating emotions with the right text is a subtle art. Whether it be highlighting a deal, creating the notion of scarcity or even just using humour, playing on our natural human emotions and desires creates a big impact. Have a read of our recent Paid Traffic article into the art of neuromarketing with some helpful examples for visual ads.
4) Use a lead hook – If users aren't shopping and unlikely to make a snap purchase decision for higher priced items, lead hooks offer something to the user, e.g. a free trial, free download or free mini course. It doesn't focus on the big sale straight away but pushes a micro-conversion while collecting leads.
This is likely due to creating a sense of intrigue, it is in-keeping with creating a story rather than a hard sell and it is less pressurising than the more direct CTAs.
While you might be desperate to get you USPs and unique qualities across, long posts really are tedious. Just look at the example below which required pressing 'more' twice to read the whole text. Save it for your landing page.
7) A/B test your ads – Always experiment to see which ad styles work best but also what subtle changes produced the best conversions. You can have multiple ads in an ad set/campaign, so do not be afraid to test a variety. This will not hurt your conversion acquisition in the learning stage as long as you don't segment into too many ad sets or separate audiences.
8) Have a dedicated landing page and A/B test it – Having the perfect ad is useless for conversions if your landing page is terrible. You should always have a dedicated landing page, tailored to the promises of the ad. Lead capture forms, CTAs, reviews and USPs are all vital. This is especially true of Facebook ads where your users were not looking to buy, so you have to be really convincing. Just as with ad formats, little changes make a big difference, so don't forget to A/B test your structure, logo, forms and other key elements.
9) Clone your winners – Continually review successfully converting ads and use that same format again in your conversion optimised campaigns.
10) Keep an eye on your frequency – Just like the GDN, ads on Facebook that are seen too often by the same people can suffer from ad fatigue. Social Media Examiner spoke directly to Facebook representatives who revealed that ads seen 3.4 times or more start to lose their effectiveness. Unfortunately there is no clear frequency capping for Facebook ads. You do have the option to optimise ad delivery for Daily Unique Reach. This would only show the ad to the same person once a day. Sadly, they could still see the ad many times over subsequent days and it prevents you from optimising your delivery for conversions or clicks. A better option would be to continually refresh your ads to prevent boredom.
11) Day-parting – While day-parting could prevent you from reaching a valuable audience when conversion optimising, it does have advantages if you noticed a strong correlation with conversions by time of day or lower CPA by time of day. Facebook experiences highest traffic mid-week, roughly 1 – 3pm with highest engagement in the evenings around 7pm and at the end of the week i.e. Thursday and Friday. This means you should be careful before introducing day-parting and make sure there is data to support the decision.
12) Gated content – If you are looking to build leads, promoting gated content (content that requires an email for access) could be useful. Be careful with this approach as it could turn just as many users off, however the leads you gather will be highly interested.
1) During ad set creation ensure you select the "expand interests" when it may increase conversions at a lower cost per conversion" box. This will help target more users and keep your CPAs low.
2) Add Google Analytics tracking to your ad URLs with Google URL builder. This will help you bring your data into one place. You can compare the difference in your Facebook converting audiences versus your organic converters and other paid converters.
3) Be careful with your bidding. Select to bid by action, so your bidding methods are also optimised for your desired conversions. In this bidding method, you will be charged CPM or CPC. Facebook recommends CPM for conversion optimised campaigns and claims this delivers a lower CPA but experimenting with both to see which delivers the best ROI for your business is advisable.
Choose a manual bid by how much your conversion is worth to you in a given time window.
As of 2017 you also have the option to choose between maximum and average bids when it comes to conversion optimised campaigns. This gives you greater control.
4) Stay focused on the right metrics. If you are Optimising for conversions, your main focus should be CPA. Modify ads based on your most valued metric objectives.
6) Keep a close eye on your relevancy score. If it is low the ad does not have good relevancy to the audience and your conversions will drop and CPA could rise.
Facebook users have the power to hide ads and even deliver feedback as to why e.g. I keep seeing this or it's not relevant to me.
7) Don't over optimise conversion campaigns too soon. Allow them to gather data first and then tweak once you have enough conversions for Facebook to target people appropriately.
Increasing your conversion rate optimisation on Facebook ads is no small feat but once you get the formulas right you will be able to exploit a massive, highly relevant audience.
If you have never used Facebook advertising before you should be aware that it isn't just for socializing and check-ins anymore, it is an advanced marketing platform.


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There's a big difference between a portable breath test machine and a full size breath test machine. The portable version is often carried around by patrol officers and used in the field to gauge a person's breath alcohol content.
The full version of the machine is typically stationary, plugged into a wall, and located in a dedicated section of a professional building, like police station or hospital. Although they are based on the same principles, the portable version of the machine is nowhere near as accurate or dependable as the full version.
This is why a portable breath test can be refused, but a full breath test is considered on par with blood tests and urine tests when it comes to chemical testing under California's implied consent laws. Under these laws, a person suspected of driving under the influence of drugs or alcohol has the option of choosing between a blood, breath, or urine chemical test, with a breath test administered using the full version of a breathalyzer, not a portable version.
In general, anyone operating a motor vehicle in California has the right to refuse drug or alcohol tests except for those outlined in California's implied consent laws, which include chemical tests of either the person's blood breath or urine.
However, exceptions exist for those who are on probation for offenses related to a previous charge for driving under the influence. These exceptions make it a crime for a person previously charged with driving under the influence and currently on probation for the charge to refuse a portable breath test.
It doesn't matter why the person on probation is pulled over, all that matters is the person's status on probation for a DUI related offense. In other words, a person on probation for DUI can be pulled over for speeding, running a stop sign, failing to wear a seat belt, or any other violation outlined in California's traffic code, and be charged with a crime if that person refuses to submit to a portable breath test.
Despite the fact that the portable breath test is not as accurate as the full version of the machine that administers the test, the portable breath test is used as a tool by law enforcement to gather evidence in support of further investigation.
If they are currently on probation for an offense related to driving under the influence, individuals are encouraged to comply with legal requirements for tests, but to preserve all other rights as they are granted under the law. Just because a probationer is required to submit to a portable breath test, it does not mean that the probationer has to answer questions or make any statements.
There is no legal requirement for even probationers to respond to questions from police regarding where they are coming from, where they are going, how much they have had to drink, or the last time that they had a drink. The same is true for those not on probation.
Individuals not on probation should refuse all tests except those outlined by implied consent laws, which will be either a test of blood, breath, or urine. However, just because these tests are performed, it does not mean that the suspect of DUI should begin answering questions or making statements. Instead, they should let the test be performed, and then contact experienced DUI defense counsel.


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We have been having some major internet and phone issues all day today. Everything will work fine for a bit and then all of sudden I have no dial tone, no internet connection and the cable goes in and out. This is especially frustrating when trying to do blog posts. I will get logged in ready to go and then I can't load any pictures or add links to the post. Even auto save doesn't work. So I end up with half written posts sitting open until I get a connection again and can at least save it. I have been hoping this would work itself out or Comcast would figure out the problem and fix it.
I also realized that I may get more done if I had office desks and office furniture. While I love the portability of my laptop, I hate that I don't have an actual desk or even a office space. 9 times out of 10 I am sitting on the couch with my laptop on my lap trying to get something up quickly.
The other time I am at the kitchen table. And because our table is for everything but eating at, I know I am not the only one, I am surrounded by clutter. The mail that needs to be sorted, my husbands lunch box, car keys, my sewing machine.
So today I daydreamed about what my perfect office space would look like. I am loving the look of this Bush Office Furniture. I could actually get away with an office space with something like this corner desk.
Which happens to be ideal because I don't have a spare room I could devote. I am a fan of darker wood and matching furniture. So the entire Bush furniture line is perfect.
Do you have a home office or office space? Or are you like me and stuck on the couch?


> In other words, his narcigetical interpretation of the text is, "For I so loved the world > that I gave my finances sacrificially." He would not be that bold to say something so > obviously wrong. However, that is what Pringle was essentially saying.
I think there is a subtle difference between what i would interpret as healthy, and leaning towards heresy.
Equally with the 'sacrificial giving' – Phil's 'exegesis' is IMHO only subtlety wrong.
There is great power in sacrifice. Christ tells us to 'take up our cross and follow Him, forsaking all others'.
"For I was so filled with Love from God, that I sacrificed my worldly possessions that others might benefit." – here is a (again IMHO) helpful lesson from the text.
Is it correct exegesis of the text? no. But i think exegesis is not the whole story.
He suggests that somewhere between exegesis and eisegesis is where you find meaning.
Ultimately thought- one must be awakened to the spirit's revelation.
While i don't necessarily agree with C3's teachings carte blanche, i do find that holding up 'exegesis' as God, does not render 'correct' interpretations of the text either.
Perhaps if God had intended us to 'exegete' correctly He would have given us the ability to be objective.
I dont see how you could exegete that out of Mark's quote… explain?
i dont know… i'm pretty keen for other people to see God working through my life.
But you see how wording makes (essentially) the same concept sound ok.
'wont be impressed by what you know' – correct.
and what is 'on' your life? is it anything but the grace of God, the mantle of Christ.
Sure 'on' is charismatic-pentecostal parlance, but it means the power of God on and through us. Last time i checked, this was a reasonable theological position. (we ask Jesus to come into our hearts and transform us). Perhaps its the 'on' vs. 'in' thats the issue here.
I agree that the 'seeking revival' thing may in fact be spiritually dead, but seeking revelation is not, and the difference is very subtle.
It becomes quite evident when you read the articles or watch the videos C3 Church Watch is collecting, how much suggesting and subtlety C3 leaders rely on.
Please don't just read one article, do the research yourself.
is also happening with this piece of writing whicch I am reading now.


text:
Italian automotive manufacturer
Alfa Romeo Automobiles S.p.A.
24 June 1910; 111 years ago (1910-06-24) (as A.L.F.A.)
Milan, Lombardy, Italy
Ugo Stella
Nicola Romeo
Turin, Piedmont
Italy[1]
Jean-Philippe Imparato (CEO)
Luxury cars[2]
Production output
54,304 units (2020)
FCA Italy S.p.A.
www.alfaromeo.com
Alfa Romeo Automobiles S.p.A. (Italian: [ˈalfa roˈmɛːo]) is an Italian Luxury car manufacturer and a subsidiary of Stellantis. The company was founded on 24 June 1910, in Milan, Italy. "Alfa" is an acronym of its founding name, "Anonima Lombarda Fabbrica Automobili." "Anonima" means "anonymous", which was a legal form of company at the time, as it was founded by anonymous investors. In the initial set-up phase, in order to have a building to produce cars, the company bought the Portello factory building of Darracq in Milan, which was closing up and selling all its assets.[3] The brand is known for sport-oriented vehicles and has been involved in car racing since 1911. Alfa Romeo was owned by Fiat Chrysler Automobiles, the company that was responsible for the production of Alfa Romeo cars until its operations were fully merged with those of the PSA Group to form Stellantis on 16 January 2021.
The first car produced by the company was the 1910 24 HP, designed by Giuseppe Merosi. A.L.F.A. ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24-hp models. In August 1915, the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20–30 HP the first car to be so badged.
In 1921, the Banca Italiana di Sconto, which backed the Ing. Nicola Romeo & Co, went bankrupt and the government needed to support the industrial companies involved, of which Alfa Romeo was among, through the "Consorzio per Sovvenzioni sui Valori Industriali". In 1925, the railway activities were separated from the Romeo company, and in 1928 Nicola Romeo left. In 1933, the state ownership was reorganized under the banner of the Italian state industrial organization Istituto per la Ricostruzione Industriale (IRI), which then had effective control. The company struggled to return to profitability after the Second World War, and turned to mass-producing small vehicles rather than hand-building luxury models. In 1954, it developed the Alfa Romeo Twin Cam engine, which would remain in production until 1994. The Istituto per la Ricostruzione (IRI), the state conglomerate that controls Finmeccanica sold the marque to the Fiat Group in 1986 due to the marque being unprofitable.[4]
Alfa Romeo has competed successfully in Grand Prix motor racing, Formula One, sportscar racing, touring car racing, and rallies. It has competed both as a constructor and an engine supplier, via works entries (usually under the name Alfa Corse or Autodelta), and private entries. The first racing car was made in 1913, three years after the foundation of the company, and Alfa Romeo won the inaugural world championship for Grand Prix cars in 1925. The race victories gave a sporty image to the marque, and Enzo Ferrari founded the Scuderia Ferrari racing team in 1929 as an Alfa Romeo racing team, before becoming independent in 1939. It has had the most wins of any marque in the world.[5]
1.1 Name
1.2 Foundation and early years
1.3 Post war
1.4 Fiat takeover
1.5 Recent developments
1.6 Return to North America
2 Design and technology
2.1 Technological development
2.2 Body design
2.3 Concept cars
3.1 Original logo
3.1.1 Origin
3.1.2 Post-war evolution
3.1.3 2015 redesign
3.2 The Quadrifoglio logo
3.2.1 History of the emblem
3.2.2 Modern usage
4 Motorsport
6 Automobiles
6.1 Current models
6.2 Historic models
6.2.1 Carabinieri and Italian government
6.3 Trucks and light commercial vehicles
7 Other production
7.1 Aircraft engines
7.2 Marine engines
7.3 Aero-engines
8 Marketing and sponsorship
The company's name is a combination of the original name, "A.L.F.A." ("Anonima Lombarda Fabbrica Automobili"), and the last name of entrepreneur Nicola Romeo, who took control of the company in 1915.
Foundation and early years[edit]
A 1908 Darracq 8/10 HP assembled by Alfa Romeo's predecessor, Darracq Italiana.
The A.L.F.A. 24 hp (this is with Castagna torpedo body) was the first car made by Anonima Lombarda Fabbrica Automobili (A.L.F.A.) in 1910.
The first factory building of A.L.F.A. was in the first place property of Società Anonima Italiana Darracq (SAID), founded in 1906 by the French automobile firm of Alexandre Darracq, with some Italian investors. One of them, Cavaliere Ugo Stella, an aristocrat from Milan, became chairman of the SAID in 1909.[6] The firm's initial location was in Naples, but even before the construction of the planned factory had started, Darracq decided late in 1906 that Milan would be more suitable and accordingly a tract of land was acquired in the Milan suburb of Portello, where a new factory of 6,700 square metres (8,000 sq yd) was constructed. In late 1909, the Italian Darracq cars were selling slowly and the company was wound up.[7] Ugo Stella, with the other Italian co-investors, founded a new company named A.L.F.A. (Anonima Lombarda Fabbrica Automobili), buying the assets of Italian Darracq that was up to dissolution.[7] The first car produced by the company was the 1910 24 HP, designed by Giuseppe Merosi, hired in 1909 for designing new cars more suited to the Italian market. Merosi would go on to design a series of new A.L.F.A. cars, with more powerful engines such as the 40–60 HP. A.L.F.A. ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24-hp models. In 1914, an advanced Grand Prix car was designed and built, the GP1914, with a four-cylinder engine, double overhead camshafts, four valves per cylinder, and twin ignition.[8] However, the onset of the First World War halted automobile production at A.L.F.A. for three years.
In August 1915, the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. Munitions, aircraft engines and other components, compressors, and generators based on the company's existing car engines were produced in a vastly enlarged factory during the war. After the war, Romeo invested his war profits in acquiring locomotive and railway carriage plants in Saronno (Costruzioni Meccaniche di Saronno), Rome (Officine Meccaniche di Roma), and Naples (Officine Ferroviarie Meridionali), which were added to his A.L.F.A. ownership.
Alfa Romeo production between 1934 and 1939[9]
Car production had not been considered at first, but resumed in 1919 since parts for the completion of 105 cars had remained at the A.L.F.A. factory since 1915.[6] In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20–30 HP the first car to be so badged.[10] Their first success came in 1920 when Giuseppe Campari won at Mugello and continued with second place in the Targa Florio driven by Enzo Ferrari. Giuseppe Merosi continued as head designer, and the company continued to produce solid road cars as well as successful race cars (including the 40–60 HP and the RL Targa Florio).
In 1923 Vittorio Jano was lured from Fiat, partly due to the persuasion of a young Alfa racing driver named Enzo Ferrari, to replace Merosi as chief designer at Alfa Romeo. The first Alfa Romeo under Jano was the P2 Grand Prix car, which won Alfa Romeo the inaugural world championship for Grand Prix cars in 1925. For road cars, Jano developed a series of small-to-medium-displacement 4-, 6-, and 8-cylinder inline engines based on the P2 unit that established the architecture of the company's engines, with light alloy construction, hemispherical combustion chambers, centrally located plugs, two rows of overhead valves per cylinder bank and dual overhead cams. Jano's designs proved both reliable and powerful.
Enzo Ferrari proved a better team manager than driver, and when the factory team was privatised, it became Scuderia Ferrari. When Ferrari left Alfa Romeo, he went on to build his own cars. Tazio Nuvolari often drove for Alfa, winning many races before the Second World War.
Alfa Romeo 8C 2900 Scuderia Ferrari
In 1928 Nicola Romeo left, and in 1933 Alfa Romeo was rescued by the government, which then had effective control. Alfa Romeo became an instrument of Mussolini's Italy, a national emblem. During this period it built bespoke vehicles for the wealthy, with bodies normally by Carrozzeria Touring or Pininfarina. This era peaked with the Alfa Romeo 2900B Type 35 racers.
The Alfa factory (converted during wartime to the production of Macchi C.202 Folgore engines: the Daimler-Benz 600 series built under license) was bombed during the Second World War, and struggled to return to profitability after the war. The luxury vehicles were out. Smaller, mass-produced vehicles began to be produced beginning with the 1954 model year, with the introduction of the Giulietta series of berline (saloons/sedans), coupes and open two-seaters. All three varieties shared what would become the Alfa Romeo overhead Twin Cam four-cylinder engine, initially displacing 1300 cc. This engine would eventually be enlarged to 2000 cc and would remain in production until 1995.
When I see an Alfa Romeo go by, I tip my hat.
—  Henry Ford talking with Ugo Gobbato in 1939[11]
Post war[edit]
8C 2900B Touring Spider (1937)
Once motorsports resumed after the Second World War, Alfa Romeo proved to be the car to beat in Grand Prix events. The introduction of the new formula (Formula One) for single-seat racing cars provided an ideal setting for Alfa Romeo's Tipo 158 Alfetta, adapted from a pre-war voiturette, and Giuseppe Farina won the first Formula One World Championship in 1950 in the 158. Juan Manuel Fangio secured Alfa's second consecutive championship in 1951.
In 1952, Alfa Romeo experimented with its first front-wheel drive compact car, "Project 13–61".[12] It had the same transverse-mounted, forward-motor layout as the modern front-wheel drive automobile. Alfa Romeo made a second attempt in the late 1950s based on Project 13–61. It was to be called Tipo 103 and resembled the smaller version of its popular Alfa Romeo Giulia. However, due to the financial difficulties in post-war Italy, the Tipo 103 never saw production. Had Alfa Romeo produced it, it would have preceded the Mini as the first "modern" front-wheel drive compact car. In the mid-1950s, Alfa Romeo entered into an agreement with Brazil's Matarazzo Group to create a company called Fabral (Fábrica Brasileira de Automóveis Alfa, "the Brazilian Alfa automobile factory") to build the Alfa Romeo 2000 there. After having received government approval, Matarazzo pulled out under pressure from Brazil's President Juscelino Kubitschek with the state-owned FNM company instead commenced building the car as the "FNM 2000" there in 1960.[13]
Alfa Romeo Tipo 33TT12
During the 1960s, Alfa Romeo concentrated on motorsports using production-based cars, including the GTA (standing for Gran Turismo Allegerita), an aluminium-bodied version of the Bertone-designed coupe with a powerful twin-plug engine. Among other victories, the GTA won the inaugural Sports Car Club of America's Trans-Am championship in 1966. In the 1970s, Alfa Romeo concentrated on prototype sports car racing with the Tipo 33, with early victories in 1971. Eventually the Tipo 33TT12 gained the World Championship for Makes for Alfa Romeo in 1975 and the Tipo 33SC12 won the World Championship for Sports Cars in 1977.[14][15]
As Alfa Romeo was a state-controlled company, they were often subject to political pressure. To help industrialize Italy's underdeveloped south, Alfa Romeo's new compact car was to be built at a new factory at Pomigliano d'Arco in Campania. Even the car's name, Alfa Sud (Alfa South), reflected where it was built. 18 January 1968, saw a new company named "Industria Napoletana Costruzioni Autoveicoli Alfa Romeo-Alfasud S.p.A." being formed, 90% of which belonged to Alfa Romeo and 10% to Government controlled holding company Finmeccanica.[16] This plant was built in the wake of France's 1968 protests and Italy's Hot Autumn and was never "properly started."[17] The employees had mainly construction backgrounds and were not trained for factory work, while industrial relations were troublesome throughout. Absenteeism rates in the Pomigliano factory ran at 16.5 percent through the 1970s.[18]
By the 1970s, Alfa Romeo was again in financial trouble, with the company running at about sixty percent of capacity in 1980.[17] Since Alfa Romeo was controlled by the Italian government-owned Istituto per la Ricostruzione Industriale (IRI), a deal was made where about a quarter of worker's salaries were paid through state unemployment agencies to allow Alfa's plants to idle for two weeks every two months. An aging product lineup and very low productivity combined with near-permanent industrial unrest and Italy's high inflation rates kept Alfa Romeo firmly in the red.[17][19] Other creative measures were attempted to shore up Alfa, including an ultimately unsuccessful joint venture with Nissan endorsed by Alfa's then-president, Ettore Massacesi, and Prime Minister Francesco Cossiga. By 1986, IRI was suffering heavy losses — with Alfa Romeo having not been profitable for the last 13 years[20] — and IRI president Romano Prodi put Alfa Romeo up for sale. Finmeccanica, the mechanical holdings arm of IRI and its predecessors owned Alfa Romeo since 1932. Prodi first approached fellow Italian manufacturer Fiat, which offered to start a joint venture with Alfa.
Fiat takeover[edit]
Fiat withdrew its plan for a joint venture with Alfa Romeo when Ford put in an offer to acquire part of Alfa Romeo and restructure the company, while increasing its stake over time. However, Fiat chose to put in a bid to acquire the entirety of Alfa Romeo and offer job guarantees to Italian workers, an offer that Ford was unwilling to match. It also did not hurt any of the parties involved that an acquisition by Fiat would keep Alfa Romeo in Italian hands. In 1986, the deal was concluded with Alfa Romeo merged with traditional rival Lancia into Fiat's Alfa Lancia Industriale S.p.A.[20][19] Already in 1981, Alfa Romeo's then-President Ettore Massacesi had stated that Alfa would never use Fiat engines — the engines being, to a large extent, Alfa Romeo's identity — but would be happy to cooperate fully with everything else.[21]
Alfa Romeo 156 GTA
Models produced from the 1990 onwards combined Alfa's traditional virtues of avant-garde styling and sporting panache with the economic benefits of product rationalisation, and include a "GTA" version of the 147 hatchback, the Giugiaro-designed Brera, and a high-performance exotic called the 8C Competizione (named after one of Alfa's most successful prewar sports and racing cars, the 8C of the 1930s).
In 2005 Maserati was bought back from Ferrari and was now under Fiat's full control. The Fiat Group then created a sports and luxury division from Maserati and Alfa Romeo.[22] There is a planned strategic relationship between these two; engines, platforms and possibly dealers are shared.[23]
In the beginning of 2007, Fiat Auto S.p.A. was reorganized and four new automobile companies were created; Fiat Automobiles S.p.A., Alfa Romeo Automobiles S.p.A., Lancia Automobiles S.p.A. and Fiat Light Commercial Vehicles S.p.A. These companies are fully owned by Fiat Group Automobiles S.p.A. (from 2007 FCA Italy S.p.A.).[24]
Sculpture commemorating 100 years of Alfa Romeo
On 24 June 2010, Alfa Romeo celebrated 100 years from its foundation.[25]
Alfa Romeo production between 1998 and 2020[26]
1998 197,680
2012 101,000[27]
2016 93,117[28]
Recent developments[edit]
Alfa Romeo has been suffering from falling sales. In 2010, it sold a total of about 112,000 units, which was significantly lower than Fiat CEO Marchionne's global sales target of 300,000. The company set about to achieve a sales target of 170,000 units in 2011, including 100,000 Giulietta and 60,000 MiTo models, but it actually sold 130,000 units that year.[29] Its medium-term target was 500,000 units by 2014 including 85,000 from the North American market.[30] In 2017 Alfa Romeo increased production by 62 percent, building a total of 150,722 vehicles at the company's three factories.[31]
In spite of falling sales, Alfa Romeo CEO Jean-Philippe Imparato announced in 2021 that a new model would be launched every year between 2022 and 2026, starting with the much-delayed Tonale, with full electrification of new models from 2027.[32]
Return to North America[edit]
Alfa Romeo was imported to the United States by Max Hoffman from the mid-1950s.[33] The Giulietta Spider was developed on the request of Max Hoffman, who proposed an open top version of the Giulietta.[34] In 1961 Alfa Romeo started exporting cars to the United States through its own dealer network.[35]
In 1995, Alfa Romeo ceased exporting cars to the United States,[36] the last model sold in that market being the 164 sedan.
On 5 May 2006, Alfa Romeo made its return to the US Market as announced by Fiat CEO Sergio Marchionne after a series of rumours. North American sales resumed in October 2008, with the launch of the limited production 8C Competizione coupe with Alfa Romeo models being imported by Fiat's US subsidiary Chrysler.[37] Also in 2008, Alfa Romeo and Chrysler were reported to be in discussions over the possibility of producing Alfa Romeo cars in some Chrysler manufacturing plants that had shutdown due to the company group's restructure and cost cutting. Instead, as reported by The Wall Street Journal in November 2009, Chrysler discontinued several Dodge and Jeep models while phasing in Alfa Romeo ones and the new Fiat 500.[38]
The next significant milestones in Alfa Romeo's North American return occurred in 2014, with the launch of the more affordable two-seater 4C coupe. That year, Fiat Group Automobiles S.p.A. confirmed that its original agreement with Mazda Motor Corporation, for the speculated manufacturing of a new Alfa Romeo Spider based on the Mazda MX-5 had been terminated mutually in December 2014. The proposed model for this joint-venture became the Fiat 124 convertible launched in 2015. In 2015, Alfa Romeo's return to this market was further bolstered by the automaker's display of the new Giulia at the Los Angeles Auto Show. In February 2017, Chrysler featured its Alfa Romeo brand exclusively in three ads during Super Bowl LI.[39]
Alfa Romeo's US importer, FCA US LLC, imports the 4C, Giulia and Stelvio.
Design and technology[edit]
Badge on Alfa Romeo 4C
Technological development[edit]
Alfa Romeo has introduced many technological innovations over the years, and the company has often been among the first users of new technologies. Its trademark double overhead cam engine was used for the first time in the 1914 Grand Prix car,[40] the first road car with such an engine, the 6C 1500 Sport, appeared in 1928.
Alfa Romeo tested one of the first electronic fuel injection systems (Caproni-Fuscaldo) in the Alfa Romeo 6C 2500 with "Ala spessa" body in 1940 Mille Miglia. The engine had six electrically operated injectors, fed by a semi-high pressure circulating fuel pump system.[41]
1969 models for the North American market had SPICA (Società Pompe Iniezione Cassani & Affini, a subsidiary of Alfa Romeo) mechanical fuel injection. According to Alfa Romeo, the engine's power output and performance were unchanged from the carburetted version. The SPICA system continued until the 1982 model year with the introduction of 2.0 liter Bosch electronic fuel injection. Many examples of SPICA powered Alfa's are found still running,
Mechanical variable valve timing was introduced in the Alfa Romeo Spider, sold in the U.S. in 1980.[42] All Alfa Romeo Spider models from 1983 onward used electronic VVT.[43]
The 105 series Giulia was quite an advanced car, using technologies such as all-wheel disc brakes,[44] and a plastic radiator header tank[citation needed]. It had also the lowest drag coefficient (Cd) in its class[45] The same trend continued with the Alfetta 2000 and GTV, which had quirks such as 50:50 weight distribution,[46][47] standard fit alloy wheels[citation needed] and transaxle.[48]
Newer innovations include complete CAD design process used in designing the Alfa Romeo 164[49] and an automated/paddle-shift transmission called Selespeed used in the 156;[50] the 156 was also the world's first passenger car to use Common rail diesel engine.[51] The Multiair -an electro-hydraulic variable valve actuation technology used in MiTo was introduced in 2009.[52] In 2016, the Alfa Romeo Giulia came with electrical brakes.[53]
Body design[edit]
Alfa Romeo 6C 2500 SS (1939, serial number 913.008) by Technical museum of Vadim Zadorozhny
Many famous automotive design houses in Italy have accepted commissions to produce concepts and production vehicle shapes for Alfa Romeo. These include:
Giorgetto Giugiaro / Italdesign
Centro Stile Alfa Romeo
Construction techniques used by Alfa Romeo has been imitated by other carmakers, and in this way, the Alfa Romeo body designs have often been very influential. The following is a list of innovations, and where appropriate, examples of imitation by other car manufacturers:
Alfa 6C 2500 S
1960s: Aerodynamics: The 116-series Giulia had a very low Cd. Toyota, in particular, sought to produce a similarly shaped series of vehicles at this time.
1970s: Fairing of bumpers: In order to meet American crash standards, Alfa Romeo formulated a design technique to incorporate bumpers into the overall bodywork design of vehicles so as to not ruin their design lines. The culmination of this design technique was the 1980s Alfa Romeo 75. The process was widely copied, particularly in Germany and Japan.
1980s: The Alfa Romeo 164: The design process and influence of this car is almost completely out of all proportion to previous Alfa Romeos. The 164 introduced complete CAD/CAM in the manufacturing cycle, with very little directly made by hand. In addition, the 164's styling influence continues into the present-day line of modern Alfa Romeos. Most manufacturers incorporated design ideas first expressed in the 164 into their own designs, including greater reliance on on-board computers.[citation needed]
1990s: The pseudo-coupé: The Alfa Romeo 156 and 147, while four-door vehicles, represented themselves as two-doors with prominent front door handles, and less visible rear door-handle flaps. Honda has used this design style in the latest Civic hatchback, and a somewhat similar idea is also seen in the Mazda RX-8 four-seat coupé and Renault Clio V.
2000s: The Brera and 159: These vehicles' design, by Giorgetto Giugiaro, have proven influential in sedan and coupé styling, demonstrating that concept vehicles are often immediately translatable into road car form, providing that initial design takes place using CAD systems.
Concept cars[edit]
Main article: Alfa Romeo concept cars
Several concept cars have been made by Alfa Romeo:
1950s – The B.A.T. cars
The Berlina Aerodinamica Tecnica prototype cars were designed by Bertone as an exercise in determining whether streamlining and wind-tunnel driven designs would result in high performance on a standard chassis and whether the resulting vehicles would be palatable to the public. Alfa 1900 Sprint were the basis of the B.A.T. 5, 7 and 9.[54] The later B.A.T. 11 was based on the 8C Competizione.
1960s and 1970s – Descendants of the Tipo 33
The Tipo 33 racing car, with its high-revving 2000 cc V8 engine became the basis for a number of different concept cars during the 1960s and 1970s, two of which ultimately resulted in production vehicles. Most made their appearances at the Auto Salon Genève. Here is a brief list:
Gandini/Bertone Carabo (1968) – Marcello Gandini expressed ideas that would come to fruition in the Lamborghini Countach.
Tipo 33.2 (1969)- Designed by Pininfarina using a design already known from a Ferrari concept car.
Gandini/Bertone Montreal Concept (1967) – making its appearance at the 1967 Montreal Expo, this Giulia-based concept resulted in the production Alfa Romeo Montreal road car with a variant of the Tipo 33's V8 engine.
Bertone/Giugiaro Navajo (1976)- A fully fibreglassed vehicle, and in some ways the epitome of Giugiaro's 'Origami' style of flat planes.
1980s-today – Modern ideas
In general, concept cars for Alfa Romeo have generally become production vehicles, after some modification to make them suitable for manufacture, and to provide driver and passenger safety. The Zagato SZ, GTV, and Spider, Brera, and 159 are all good examples of Alfa Romeo's stylistic commitment in this direction.
Logos[edit]
Original logo[edit]
Laurel-wreathed 1925–1945 badges on a 1925 Alfa Romeo RL SS
Alfa Romeo's logo incorporates two heraldic devices traditionally associated with its birthplace, the city of Milan: a red cross, from the emblem of Milan, and the biscione, a big grass snake swallowing a child—emblem of the House of Visconti, rulers of the city in the 14th century.[55][56][57]
The logo was originally designed in 1910 by a young Italian draughtsman from the A.L.F.A. technical office, Romano Cattaneo.[58]
Origin[edit]
In June 1910 the Società Anonima Darracq became Anonima Lombarda Fabbrica Automobili, and was readying its first model, the 24 HP. The board asked chief engineer Giuseppe Merosi to devise a badge for the radiator shell of the new car; Merosi turned to his collaborators.[58] One of them, Cattaneo, was inspired by the coat of arms he had seen on the gates of Castello Sforzesco to include the biscione in the logo.[58] Merosi liked the idea, and together with Cattaneo came up with a sketch, then approved by managing director Ugo Stella; Cattaneo was entrusted with doing the final design.[58]
The original badge was round, of enamelled brass, measuring 65 mm (2.6 in) in diameter, and carried already all the present day accoutrements: the red cross on a white field of Milan on the left, a green biscione on a light blue field on the right, all surrounded by a blue ring inscribed with the words "ALFA" at the top and "MILANO" at the bottom.[59] In honour of the King of Italy, the two words were separated by two figure-eight knots—named Savoy knots in Italian, and symbols of the then-reigning House of Savoy. Originally solid brass, the lettering was changed to white enamel in 1913.[60] In 1918, after the company had been bought by Nicola Romeo, the wording "ALFA" was replaced with "ALFA-ROMEO".
In 1925, to commemorate the victory of the Alfa Romeo P2 in the inaugural World Manufacturers' Championship of 1925, a silver metal laurel wreath was added around the badge, used (in varying form) until 1982.[56][61] The addition of the wreath had enlarged the badge to 75 mm (3.0 in) diameter; in 1930 it was reduced back to 60 mm (2.4 in).[59]
Post-war evolution[edit]
In 1946, after the abolition of the monarchy and proclamation of the Italian Republic, the figure-eight knots of the Savoy were replaced with two curvy lines.[62] Concurrently the badge was completely redesigned, and further reduced in size to 54 mm (2.1 in), a diameter unchanged ever since.[59] Made of stamped steel, the new badge bore the traditional elements—the scripts, the cross, a newly stylized biscione and a thin laurel wreath—embossed in antique silver, over a uniform Alfa Red background, which had replaced the blue, white and light blue fields. This red-and-metal badge was used until 1950, when the company switched back to a traditionally enamelled and coloured one; in 1960 the badge was changed from brass to plastic, without substantial differences in design.[62]
At the beginning of the 1970s the all-new Alfa Romeo Pomigliano d'Arco plant (near Naples) was completed. When in 1972 the Alfasud produced there became the first Alfa Romeo passenger car manufactured outside Milan, the word "Milano", the curved lines and the hyphen between "Alfa" and "Romeo" were eliminated from the badge on all Alfa Romeos.[62] At the same time it was redesigned, most notably acquiring a modernised biscione and type face.
After a mild restyling in 1982, which deleted the wreath and changed lettering and all chrome details to gold, this iteration of the badge remained in use until 2015.[63]
2015 redesign[edit]
On 24 June 2015, 105th anniversary of the company, a new logo was unveiled at a press event at the Alfa Romeo Museum; together with the Alfa Romeo Giulia as part of the brand's relaunch plan.[64] The redesign was carried out by Robilant Associati, who had previously reworked several other Fiat Group logos—including Fiat Automobiles' and Lancia's.[65]
The logo colors have been reduced from four to three: the green of the biscione, the red of the cross, and the dark blue of the surrounding ring. Other changes are a new serif type face, and the absence of the split white and light blue fields, replaced by a single silver textured background.
The Quadrifoglio logo[edit]
Main article: Alfa Romeo Quadrifoglio
Since 1923, the quadrifoglio logo (also called the 'cloverleaf') has been the symbol of Alfa Romeo racing cars and since WWII, it has also been used to designate the higher trim models of the range. The quadrifoglio is usually placed on the side panels of the car, above or behind the front wheels—on the front wings in the case of modern vehicles. The logo consists of a green cloverleaf with four leaves, contained with a white triangle. There is "two Quadrifolio" - Quadrifolio Verde - Quadrifolio Oro
History of the emblem[edit]
Ugo Sivocci at the wheel of 1923 Alfa Romeo P1
The quadrifoglio has been used on Alfa Romeo cars since the death of Ugo Sivocci in 1923. As a friend of Enzo Ferrari, Sivocci was hired by Alfa Romeo in 1920 to drive in the four-man works team—Alfa Corse—with Antonio Ascari, Giuseppe Campari, and Enzo Ferrari. Sivocci was thought to have enormous experience, but often hampered by bad luck and considered the eternal second-placer. To banish his bad luck, when the Targa Florio came around, the driver painted a white square with a green four-leaf clover (the quadrifoglio) in the centre of the grille of his car. Sivocci had immediate success, crossing the finish line first. The quadrifoglio subsequently became the symbol of the racing Alfa Romeos with the victory at the Targa Florio. Almost as if to prove the magic effects of this symbol, Sivocci was killed while testing Merosi's new P1 at Monza, a few months after winning the Targa Florio. The Salerno driver's P1, which went off the track on a bend, did not have the quadrifoglio. Since this period in 1923, the bodies of Alfa Romeo racing cars have been adorned with the quadrifoglio as a lucky charm. The white square was replaced with a triangle in memory of Ugo Sivocci.[66]
Quadrifoglio badge on the Alfetta 159
Modern usage[edit]
The first road car to bear the quadrifoglio was the 1963 Alfa Romeo Giulia TI Super, a variant of the Giulia saloon car devised for competition but put regularly on sale; it had green four-leaf clovers on its front wings, without the triangle. In the 1970s "Quadrifoglio Verde" or "Green Cloverleaf" became the trim level for each model's sportiest variant, equipped with the most powerful engine. The Alfasud, Sprint, 33, 75, 164 and 145 all had Quadrifoglio Verde versions. Also in the 1970s and through the 1980s golden four-leaf clover badges were used to denote the most luxurious and well-equipped variants of Alfa Romeo cars, named "Quadrifoglio Oro" or "Gold Cloverleaf". The Alfasud, Alfetta, Alfa 6, 90 and 33 had Quadrifoglio Oro versions. In recent times the quadrifoglio was revived on the 2007 Alfa Romeo 8C Competizione and Spider sports cars. With the current Alfa Romeo MiTo and Giulietta the Quadrifoglio Verde was reinstated as the sportiest trim level in the range, and green four-leaf clovers on the front wings are once again the hallmark of high-performance Alfa Romeos. Alfa Romeo's 2016 sport sedan, the all-new Giulia, was launched first in Quadrifoglio trim before the release of the base models. Starting with the high-end model wearing that historic signature emblem.
Motorsport[edit]
Main article: Alfa Romeo in motorsport
Brian Redman driving an Alfa Romeo 33 TT 12
Alfa Romeo has been involved with motor racing since 1911, when it entered two 24 HP models in Targa Florio competition. Alfa Romeo won the first World Manufacturers' Championship in 1925 and the first AIACR European Championship in 1931 and it scored wins at many races and motoring events such as Targa Florio, Mille Miglia and Le Mans. Great success continued with Formula One, when Alfa Romeo won the first World Formula One Championship in 1950 and won the second Formula One Championship in 1951. The company also won international championships in Prototypes, Touring and Fast Touring categories in the 1960s and 1970s. Private drivers also entered some rally competitions, with good results. Alfa Romeo has competed both as a constructor and an engine supplier, via works entries Alfa Corse, Autodelta and private entries. Alfa Romeo's factory racing team was outsourced to Enzo Ferrari's Scuderia Ferrari between 1933 and 1938. Drivers included Tazio Nuvolari, who won the 1935 German Grand Prix at the Nürburgring.
Alfa Romeo have been in a technical partnership with the Sauber F1 Team since 2018 and are competing in the 2020 Formula One World Championship as Alfa Romeo Racing.[67]
Alfa Romeo has won 5 FIA European Formula 3 Championships and 5 FIA European Formula 3 Cups with the support from the Alfa Romeo Stable Euroracing who created motor for the Formula 3 championship, and with the support of Italian motor company Novamotor which work in the Formula 3 competition
Production[edit]
Alfa Romeo's plant in Arese
In the 1960s, the main Alfa Romeo factory was moved from inside Milan to a very large and nearby area extending over the municipalities of Arese, Lainate and Garbagnate Milanese. However, since then the factory was moved to Arese, as the offices and the main entrance of the area were located there.
In the late 1960s, a number of European automobile manufacturers established facilities in South Africa to assemble right hand drive vehicles. Fiat and other Italian manufacturers established factories along with these other manufacturers, Alfa-Romeos were assembled in Brits, outside Pretoria in the Transvaal Province of South Africa. With the imposition of sanctions by Western powers in the 1970s and 1980s, South Africa became self-sufficient, and in car production came to rely more and more on the products from local factories. This led to a remarkable set of circumstances where between 1972 and 1989, South Africa had the greatest number of Alfa Romeos on the road outside of Italy. Another astonishing fact is that the Alfa Romeos Brits plant was used from March 1983[68] until late 1985 to build Daihatsu Charades for local consumption, but also for export to Italy in order to skirt Italian limits on Japanese imports.[69] For the last year the company was operating, the Daihatsu represented close to half of Alfa Romeo S.A. Ltd.'s total production.[70]
In late 1985, with the impending Fiat takeover and an international boycott of the South African Apartheid government, Alfa Romeo withdrew from the market and closed the plant.
During the 1990s, Alfa Romeo moved car production to other districts in Italy. The Pomigliano d'Arco plant produced the 155, followed by the 145 and the 146, while the Arese plant manufactured the SZ and RZ sports cars, the 164, the new Spider and the GTV. The 156 was launched in 1997, and became quite successful for Alfa Romeo; in 1998 it was voted "Car of the Year". The same year a new flagship, the 166 (assembled in Rivalta, near Turin) was launched. At the beginning of the third millennium, the 147 was released, which won the prestigious title of "Car of the Year 2001". In 2003 the Arese factory was closed while only having some offices and the Alfa Romeo Historical Museum.
Assembly plants by model[71]
Plant Owner Location Model(s)
Cassino – Piedimonte S. Germano Alfa Romeo S.p.A. Piedimonte San Germano Giulietta, Giulia, Stelvio
Alfa Romeos
ALFA 24 HP (1910–1914)
ALFA 40/60 HP (1913–1914)
ALFA Grand Prix (1914)
G1 (1921–1923)
RL (1922–1927)
RM (1923–1925)
P2 (1924–1930)
6C 1500 (1927–1929)
Tipo A (1931)
8C (1931–1939)
12C (1936–1937)
16C Bimotore (1936)
Tipo 512 (1940)
158/159 (1938–1951)
1900 (1950–1959)
BAT 5, 7 og 9 (1952–1955)
Matta (1952–1954)
Disco Volante (1952–1953)
Romeo (1954–1983)
Giulietta (1954–1965)
Giulietta SS (1959–1977)
Giulia (1962–1977)
TZ (1963–1965)
TZ2 (1965–1967)
GTA (1965–1969)
Gran Sport (1965–1967)
GT 1300 Junior Z (1965–1977)
Spider (1966–1993)
1750 GT Veloce (1967–1972)
33 Stradale (1967–1969)
Montreal (1970–1977)
Alfasud (1971–1989)
Alfetta (1972–1987)
Alfa 6 (1979–1986)
33 (1983–1995)
SZ (1989–1991)
GTV (1994–2004)
GT (2003–2010)
Brera (2005–2010)
8C Competizione (2007–2010)
MiTo (2008–2018)
Giulia (2016–present)
Stelvio (2017–present)
Current models[edit]
The new Giulia was unveiled to the press at the Museo Storico Alfa Romeo in Arese, on 24 June 2015. This coincided with the company's 105th anniversary and saw the introduction of a revised logo. Sales were about 34,000 examples per year (2018), then fell to 20,000 per year (2019).
The Stelvio was unveiled at the 2016 Los Angeles Auto Show. The Stelvio is Alfa Romeo's first production SUV that competes in the same category as the Porsche Macan, Jaguar F-Pace, Audi Q5, Mercedes-Benz GLC and BMW X3. It is current top Alfa sales with less than 40,000 examples per year (2019).
Historic models[edit]
6C Gran Sport (1931)
8C 2300 (1931)
2600 Touring Spider (1961)
GT Junior (1965)
Montreal (1970)
GTV6 (1980)
8C Competizione (2008)
Autotutto F12 ambulance
1910–1920 24 HP
1913–1922 40–60 HP
1911 15 HP Corsa
1913 40–60 HP Corsa
1914 Grand Prix
1920–1921 G1
1921-1921 G2
1922–1927 RL
1923–1925 RM
1927–1929 6C 1500
1922 RL Super Sport
1923 RL Targa Florio
1923 P1
1928 6C 1500 MMS
1929 6C 1750 Super Sport
1933-1933 6C 1900
1931 Tipo A
1931 8C 2300 Monza
1932 Tipo B (P3)
1935 Bimotore
1935 8C 35
1935 8C 2900A
1936 12C 36
1937 6C 2300B Mille Miglia
1939 6C 2500 Super Sport Corsa
1948 6C 2500 Competizione
1951–1953 Matta
1954–1962 Giulietta
1959–1964 Dauphine
1952 6C 3000 CM
1962–1976 Giulia Saloon
1963–1967 Giulia TZ
1963–1977 Giulia Sprint
1963–1966 Giulia Sprint Speciale
1965–1977 GT Junior
1965–1967 Gran Sport Quattroruote
1965–1971 GTA
1963–1965 Giulia Spider
1966–1993 Spider
1967–1969 33 Stradale
1967–1977 1750/2000 Berlina
1960 Giulietta SZ
1963 Giulia TZ
1965 GTA
1965 Tipo 33
1968 33/2
1970–1977 Montreal
1972–1983 Alfasud
1972–1984 Alfetta saloon
1974–1987 Alfetta GT/GTV
1976–1989 Alfasud Sprint
1977–1985 Nuova Giulietta
1979–1986 Alfa 6
1973 33TT12
1976 33SC12
1984–1987 Arna
1989–1993 SZ/RZ
1993/4–2004 GTV/Spider
1992 155 GTA
1993 155 V6 TI
1998 156 D2
1999 GTV Cup
2002 156 GTA Super 2000
2003 156 Super 2000
2007–2009 8C Competizione
2008–2010 8C Spider
2003–2010 GT
2005–2010 Brera
2008–2018 MiTo
2003 147 GTA Cup
2013–2019 4C Coupé
2015 TCR/WTCR/BTCC Giulietta QV
Carabinieri and Italian government[edit]
In the 1960s, Alfa Romeo became famous for its small cars and models specifically designed for the Italian police and Carabinieri (arm of the Italian armed forces seconded only partly for civilian policing purposes); among them the "Giulia Super" and the 2600 Sprint GT. The colours of the Alfa Romeos used by the Polizia were/are green/blue with white stripes and writing, known as "Pantera" (Panther), enhancing the aggressive look of the cars (particularly the Giulia series), while the Carabinieri Alfas are dark blue with white roofs and red stripes, known as the "Gazzella" (Gazelle) denoting the speed and agility of these "Pattuglie" (patrol cars). However, the term "Pantera" became used interchangeably and the image helped create a no-nonsense, determined and respected perception by the general public of the men that drove these cars, true to their history.
Italian State Police Flying Squad "Panther" 1971 Alfa Giulia Super
Since then, Alfa Romeos remain the chosen mount of the Carabinieri, Polizia Autostradale (highway police), Guardia di Finanza (fiscal law enforcement) and the conventional police service (Polizia). Successively, the following Alfa Romeo cars have found favour for Italian police and government employment[72]
• Alfa Romeo AR51
• Alfa Romeo Giulia
• Alfa Romeo Alfetta
• Alfa Romeo Giulietta
• Alfa Romeo 33 (Polizia di Stato only)
• Alfa Romeo 75
• Alfa Romeo 164 (official vehicles)
• Alfa Romeo 155
• Alfa Romeo Giulia (Carabinieri, 2 Giulia Quadrifoglio - Polizia di Stato, 2 Giulia Veloce Q4[73])
Since the 1960s, the Italian Prime Minister has used Alfa Romeos (and lately the new Maserati Quattroporte) as preferred government limousines. The 164 and 166 have found particular employment in the last two decades.
Trucks and light commercial vehicles[edit]
Romeo2 LCV
In 1930 Alfa Romeo presented a light truck in addition to heavy LCVs based on Büssing constructions.[74] In the Second World War Alfa Romeo also built trucks for the Italian army ("35 tons anywhere") and later also for the German Wehrmacht. After the war, commercial motor vehicle production was resumed.
In co-operation with FIAT and Saviem starting from the 1960s different light truck models were developed.
The production of heavy LCVs in Italy was terminated in 1967. Heavy trucks continued to be built for a few years in Brazil by Alfa Romeo subsidiary Fábrica Nacional de Motores under the name FNM. The last Alfa Romeo vans were the Alfa Romeo AR6 and AR8, rebadged versions of Iveco Daily and Fiat Ducato. The company also produced trolleybuses for many systems in Italy, Latin America,[75] Sweden,[76] Greece,[77] Germany, Turkey and South Africa. Later, Alfa Romeo concentrated only on passenger car manufacturing.
Alfa Romeo Romeo (1954–1958)
Alfa Romeo Romeo 2 (until 1966)
Alfa Romeo Romeo 3 (1966)
Alfa Romeo A11/F11 (1954–1983)
Alfa Romeo A12/F12
AR8 (based on first generation Iveco Daily)
AR6 (based on first generation Fiat Ducato)
Alfa Romeo F20 (Saviem license)
Alfa Romeo 50 "Biscione" (Büssing-NAG 50)/ 80 (1931–1934)[78]
Alfa Romeo 85 / 110 (1934 – n/a)
Alfa Romeo 350 (1935 – n/a)
Alfa Romeo 430 (1942–1950)[79]
Alfa Romeo 450/455 (1947–1959)
Alfa Romeo 500 (1937–1945)
Alfa Romeo Mille (Alfa Romeo 1000) (1958–1964)
Alfa Romeo A15 (Saviem license)
A 1961 Alfa Romeo 1000 (Mille) Aerfer FI 711.2 OCREN trolleybus on the Naples ANM trolleybus system
A 1962 Alfa Romeo Mille AF trolleybus for CTP Napoli, with the iconic Alfa Romeo badge in the centre
Alfa Romeo 40A
Alfa Romeo 110A
Alfa Romeo 140A (1950–1958)
Alfa Romeo 150A (1958)
Alfa Romeo Mille (bus) (Alfa Romeo 1000) (1960–1964)
Trolleybuses
Alfa Romeo 110AF (1938)
Alfa Romeo 800AF (1950–1954)
Alfa Romeo Mille AF (Alfa Romeo 1000) (1959–1964)
Other production[edit]
Locomotive FS E.333 built by Ing. Nicola Romeo e Co. in Saronno
Although Alfa Romeo is best known as automobile manufacturer it has also produced commercial vehicles of various size, railway locomotives,[6] tractors, buses, trams, compressors, generators, an electric cooker,[80] marine and aircraft engines.
Aircraft engines[edit]
Main article: Alfa Romeo Avio
D2 aircraft engine
An Alfa engine was first used on an aircraft in 1910 on the Santoni-Franchini biplane.[81] In 1932 Alfa Romeo built its first real aircraft engine, the D2 (240 bhp), fitted to Caproni 101 D2. In the 1930s when Alfa Romeo engines were used for aircraft on a larger scale; the Savoia Marchetti SM.74, Savoia-Marchetti SM.75, Savoia-Marchetti SM.79, Savoia Marchetti SM.81 and Cant Z506B Airone all used Alfa Romeo manufactured engines.[82] In 1931, a competition was arranged where Tazio Nuvolari drove his Alfa Romeo 8C 3000 Monza against a Caproni Ca.100 airplane.[83] Alfa Romeo built various aircraft engines during the Second World War; the best known was the RA.1000 RC 41-I Monsone, a licensed version of the Daimler-Benz DB 601. This engine made it possible to build efficient fighter aircraft like the Macchi C.202 Folgore for the Italian army. After the Second World War Alfa Romeo produced engines for Fiat, Aerfer and Ambrosini. In the 1960s Alfa Romeo mainly focused upgrading and maintaining Curtiss-Wright, Pratt & Whitney, Rolls-Royce and General Electric aircraft engines. Alfa Romeo also built Italy's first turbine engine, installed to the Beechcraft King Air. Alfa Romeo's Avio division was sold to Aeritalia in 1988,[84] from 1996 it was part of Fiat Avio.[85] Alfa Avio was also part of developing team to the new T700-T6E1 engine to the NHI NH90 helicopter.[86]
Marine engines[edit]
Alfa Romeo also produced marine engines. The first marine engine was produced in 1929. Later, for three consecutive years: 1937-1938-1939 with remarkable affirmations, Alfa Romeo demonstrated its constructive efficiency by contributing to the development of marine engines.
(1938) 12 cyl (4.500) 121,710 km/h
Aero-engines[edit]
Alfa Romeo D2
Alfa Romeo Lynx
Alfa Romeo Mercurius
Alfa Romeo RA.1000
Alfa Romeo RA-1050
Alfa Romeo R.C.10
Alfa Romeo AR.318
Marketing and sponsorship[edit]
Alfa Romeo official dealers worldwide map.
Alfa Romeo II on its first sail
During the years Alfa Romeo has been marketed with different slogans like: "The family car that wins races" used in the 1950s in Alfa Romeo 1900 marketing campaign, "racing since 1911" used on most 1960s Alfa advertisements,[87] In the 1970s the Alfa Romeo 1750 GTV was marketed as "if this kind of handling is good enough for our racing cars, it's good enough for you."[88] The Giulia Sprint GTA was marketed as "The car you drive to work is a champion".[89] More recent slogans used are "Mediocrity is a sin", "Driven by Passion", "Cuore Sportivo", "Beauty is not enough" and present day "Without heart we would be mere machines". Also other more recent ones are: "It's not a car, it's an Alfa Romeo.", one of them after a couple argue in Italian.
As part of its marketing policy, Alfa Romeo sponsors a number of sporting events, such as the Mille Miglia rally.[90] It has sponsored the SBK Superbike World Championship and Ducati Corse since 2007, and the Goodwood Festival of Speed for many years, and was one of the featured brands in 2010 when Alfa Romeo celebrated its 100th anniversary.[91][92] The Alfa Romeo Giulietta has been used since Monza 2010 race as the safety car in Superbike World Championship events.[93] Alfa Romeo has been also shirt sponsor of Eintracht Frankfurt football club in period between 2013 and 2016.
In 2002, Alfa Romeo I, the first Alfa Romeo super maxi yacht was launched. It finished first in at least 74 races including the 2002 Sydney—Hobart Race.[94] Alfa Romeo II, commissioned in 2005, measures 30 metres (98 ft) LOA. It set a new elapsed-time record for monohulls in the 2009 Transpac race, of 5 days, 14 hours, 36 minutes, 20 seconds.[95] It finished first in at least 140 races. In mid-2008 Alfa Romeo III was launched for competitive fleet racing under the IRC rule. Alfa Romeo III measures 21.4 metres (70 ft) LOA and features interior design styled after the Alfa Romeo 8C Competizione.[96]
The BBC motoring show Top Gear repeatedly argued the significance of owning an Alfa Romeo car as a car enthusiast, stating that "You can't be a true petrolhead if you have never owned/or wanted to own an Alfa Romeo". Presenters Jeremy Clarkson, Richard Hammond and James May continuously praised Alfas for their beauty and driving characteristics even though Italian cars had a long-term bad reputation for unreliability. They argued that you (the owner) build a personal relationship with the car despite all of its mechanical faults. Both Clarkson and May have previously owned Alfas (a GTV6 for Clarkson and an Alfa 164 for May) and both have stated that they regretted selling their Alfas the most.
As part of its U.S. relaunch, Alfa Romeo ran three commercials during Super Bowl LI; the brand was the sole marque advertised by FCA during the game, after exclusively focusing on its Jeep brand at Super Bowl 50.[39][97]
In February 2013, Alfa Romeo sponsored University of St Andrews FS fashion show[98] which saw luxury fashion designer Luke Archer and milliner George Jenkins win with their Alfa Romeo inspired garments.
Italy portal
Cars portal
Alfa Romeo Arese Plant
Alfa Romeo Pomigliano d'Arco Plant
Alfa Romeo Portello Plant
Alfa Romeo Museum
Circuito di Balocco
Alfa Romeo in motorsport
Category: Alfa Romeo engines
Category: Alfa Romeo people
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Wikimedia Commons has media related to Alfa Romeo.
A marque of Stellantis
FNM
Divisions, joint-ventures
and subsidiaries
Former &
Fábrica Nacional de Motores (FNM)
Alfa Romeo Avio
Società Pompe Iniezione Cassani & Affini (SPICA)
Società Franco Italiana Motori (Sofim)
Alfa Romeo Nissan Autoveicoli S.p.A.
Predecessors & old names
Società Italiana Automobili Darracq (S.I.A.D.) (predecessor)
Anonima Lombarda Fabbrica Automobili (A.L.F.A.) (old name)
Current cars
Historic and
40-60HP
Giulietta Sprint Speciale
105/115 Series Coupés
Gran Sport Quattroruote
Spider (105/115)
1750 Berlina
33 Stradale
Alfetta GT
Nuova Giulietta
Alfa 6
Arna
Spider (916)
8C Competizione
2000 Sportiva
2uettottanta
4C Concept
BAT series
Caimano
Carabo
Disco Volante (2013)
Giulia Sport
Monospider
Scarabeo II
Scighera
Tipo 103
Zeta 6
Tonale Concept
compact E-SUV
Mille AF
Tipo B (P3)
Tipo C (8C-35)
Bimotore
158/159 Alfetta
TZ/TZ2
Tipo 33
SE 048SP
155 V6 TI
A11/F11
Alfa Romeo in Formula One
(Alfa Romeo Grand Prix results)
Alfa Corse
Autodelta
N.Technology
Jolly Club
Alfa GTV Cup
Blue&Me
Selespeed
Multiair
Alfa Romeo engines
(aircraft engines)
Places and facilities
Alfa Romeo Cassino Plant
Giuseppe Merosi
Vittorio Jano
Rudolf Hruska
Carlo Chiti
Gioacchino Colombo
Wifredo Ricart
Orazio Satta Puliga
Giuseppe Busso
Ugo Gobbato
Sergio Limone
Formula One drivers
Tazio Nuvolari
Giuseppe Campari
Achille Varzi
Luigi Arcangeli
Clemente Biondetti
Antonio Ascari
Ugo Sivocci
Jean-Pierre Wimille
Guy Moll
Gastone Brilli-Peri
Baconin Borzacchini
Alfa Romeo I
Alfa Romeo II
Alfa Romeo III
Alfa Romeo Racing Italiano
« previous — Alfa Romeo car timeline, 1980s–2010s — next »
Type 1980s 1990s 2000s 2010s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9
Supermini MiTo
Small family car Arna 145
Alfasud 33 146 147 Giulietta (940)
Compact executive car Giulietta (116) 75/Milano 155 156 159 Giulia (952)
Executive car Alfetta 90 164 166
Coupé Sprint GT
GTV and GTV6 GTV (916) Brera
Spider Spider (105/115) Spider (916) Spider (939)
Sports car SZ 8C Competizione 4C
RZ 8C Spider 4C Spider
Crossover SUV Stelvio
Racing car 179/182/183T/184T/185T GTV, GTV 6 75 Turbo SZ Trophy 155 GTA
155 V6 TI GTV Cup 156 D2/
GTA S2000 147 Cup
147 GTA Cup TCR/WTCR Giulietta QV
BTCC Giulietta
LCV F11/F12/A11/A12 AR6
Ownership IRI Fiat S.p.A. FCA
« previous — Alfa Romeo car timeline, 2020s–present
Type 2020s
Small family car Giulietta (940)
Compact crossover SUV Tonale
Compact executive car Giulia (952)
Sports car 4C Spider
Ownership FCA Stellantis
Alfa Romeo aero engines
Piston engines
RA 1000
Colombo S.53
Fiat S.p.A.
PSA Group
John Elkann (chairman)
Carlos Tavares (CEO)
Mike Manley (head of Americas)
Subsidiaries/
Comau
Dongfeng Peugeot-Citroën (50%)
FCA Bank (50%)
GAC Fiat Chrysler (50%)
IKAP (50%)
PCMA
Sevel
Teksid (85%)
Tofaş (38%)
VM Motori
Serbia (67%)
Jefferson North
Mack Avenue
Hordain
Mirafiori
Szentgotthárd
Toledo Machining
Truck Assembly
Chrysler World Headquarters and Technology Center
FCA Heritage
Stellantis platforms
Formula One constructors
Alfa Romeo (results)
Ferrari (results)
McLaren (results)
Mercedes (results)
Red Bull (results)
Williams (results)
Andrea Moda
Arrows (results)
Arzani-Volpini
Aston-Butterworth
ATS (Italy)
ATS (Germany)
Behra-Porsche
Bellasi
Benetton (results)
BMW (results)
Brabham (results)
BRM (results)
Bugatti (results)
Coloni
Connew
Cooper (results)
Derrington-Francis
Eifelland
Emeryson
ENB
EuroBrun
Footwork (results)
Force India (results)
Force India (Racing Point)
Forti (results)
Frazer Nash
Greifzu
Honda (results)
HWM
JBW
Jordan (results)
Kauhsen
Kojima
Kurtis Kraft
Lancia (results)
Larrousse
Lola (Haas)
Lola (MasterCard)
Lotus (1958–1994) (results)
Lotus (2010–2011)
Lyncar
March (results)
Maserati (results)
McGuire
Minardi
Osella
Parnelli
Penske (results)
Porsche (results)
Realpha
Rebaque
Renault (results)
Sauber (results)
Simtek
Stebro
Super Aguri
Talbot-Lago
Tec-Mec
Toro Rosso (results)
Tyrrell (results)
Williams (FWRC)
Direxiv
Prodrive
US F1
Although World Championship races held in 1952 and 1953 were run to Formula Two regulations, constructors who only participated during this period are included herein to maintain Championship continuity.
Constructors whose only participation in the World Championship was in the Indianapolis 500 races between 1950 and 1960 are not listed.
Automotive industry in Italy
Transport in Italy
Economy of Italy
Active manufacturers
Passenger cars and LCVs
Alkè
Automobili Estrema
IIA - Industria Italiana Autobus
Menarinibus
OTO Melara
Giannini Automobili
Iveco Bus
Quadricycles
Giottiline
GISA (Sports prototype)
Manifattura Automobili Torino
Picchio Racing Cars
Wolf Racing Cars
Defunct manufacturers
Ceirano
Chiribiri
Diatto
Itala
O.S.C.A.
S.C.A.T.
Siata
Zust
S.P.A.
Stanguellini
Design, engineering,
and coachbuilding
Carrozzeria Barbi
Carrozzeria Maggiora
Gruppo Bertone
I.DE.A Institute
Ares Design
B Engineering
Carrozzeria Boneschi
Carrozzeria Castagna
Carrozzeria Ghia
Carrozzeria Touring Superleggera
Fioravanti
Studiotorino
Borrani
Brembo Group
Ceriani
Colotti Trasmissioni
Fiat Powertrain Technologies
Carello Lighting
Weber carburetor
OZ Group
Raicam Industrie
Subsidiaries of foreign companies
Ford Italia
Bologna Motor Show
Turin Auto Show
Best Of Italy Race
Automobile sales by model
Best-selling automobiles
Countries by motor vehicle production
Countries by car exports
Countries by vehicles per capita
Automotive industry crisis of 2008–10
History of the automobile
History of the internal combustion engine
History of the motorcycle
Timeline of motor vehicle brands
Bus manufacturers
Motorcycle manufacturers
Minor automotive manufacturing groups
Association for Standardisation of Automation and Measuring Systems
European Automobile Manufacturers Association
Organisation Internationale des Constructeurs d'Automobiles
Automotive design
Automotive standards
Retrieved from "https://en.wikipedia.org/w/index.php?title=Alfa_Romeo&oldid=1068306983"
Sports car manufacturers
Trolleybus manufacturers
Milan motor companies
World Sportscar Championship teams
Defunct bus manufacturers
Defunct truck manufacturers
Aircraft engine manufacturers of Italy
Italian companies established in 1910
Vehicle manufacturing companies established in 1910
Italian brands
Formerly government-owned companies of Italy
Luxury motor vehicle manufacturers
Electric vehicle manufacturers of Italy
Car manufacturers of Italy
Turin motor companies
Articles with dead external links from April 2021
CS1 maint: ignored ISBN errors
CS1 French-language sources (fr)
CS1 maint: archived copy as title
Use dmy dates from September 2021
Articles prone to spam from August 2015

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