Where there's a will, there's a way...
Even though it might seem that parts for a 55-year-old car would be impossible to find, the opposite is true. Thank God. If we compare parts availability with, for example, the Alfa 75 or the 147/156 GTA versions, almost everything for the 105/115 series can be purchased today—from body panels and engine components to replica wheels, exhaust systems, and, most importantly, interior parts.
At the start of every project, one should sit down and calmly decide what the end goal is and aim for it from the beginning. This avoids a situation where you're halfway through and realize you wanted something different. Every mistake costs time and money.
As for the mechanicals, it's all the easier because the engine, gearbox, rear axle, differential, and other components are essentially ready. The main question, then, is the exterior and interior look. I believe that if the goal is the appearance of an Alfa GTA Stradale, thinking of any color other than red or white is futile.
I won't hide that I didn't consider Bianco Spino for even a second. However, what did tempt me was giving a Rosso Alfa car a white front mask, just like the racing versions had. Regardless, the decision for red was immediate—also for pragmatic reasons: the car was originally red, so there's no need to paint the engine bay and many other small details.
A GTA means going without bumpers (though they will be necessary for road legality), so I had to source them as well. Early and late versions used different bumpers; the first versions are multi-piece, harder to find, and—no surprise—more expensive.
After months of searching international sites, I found a pair from the correct production year at a more than agreeable price. Their purpose will be mostly demonstrative for technical inspections, and they likely won't stay on the car for long. The front valance of GTA versions differed from standard models by having two oval additional intake holes to feed more air to the radiator (and oil cooler) and to help vent excess heat from the engine bay. Their presence is therefore essential. The headlights remain standard. GTA versions also differed in the shape and size of the Scudetto. Our 1970 model has a larger 'heart,' with its upper part reaching the top edge of the front panel and featuring 7 slats. GTA versions had a smaller Scudetto with 6 slats. While Giulias had identical ones, they are not interchangeable; the Giulia version has a smaller cutout for fitting into the mask edge. Replacing the existing black radiator grille with a mesh of square-woven wire is also an absolute necessity. The same mesh is used to cover the additional air intakes. The original 'TOrino' license plate remains in its place, mounted eccentrically in an original chrome frame.
Admit it—could there be anything better than a car on original black plates?
The car currently sits on quite nice 14-inch wheels with Nankang semi-slicks. However, the wheel choice was clear even before the project took shape. The original GTA wore magnesium wheels by Campagnolo in 6Jx14, 4x98. Racing versions with flared fenders often wore wheels an inch smaller but significantly wider—9J widths on the rear axle were not uncommon. I confess I considered the wide-body variant; it was a dream of mine. A red GT with fiberglass flares and gold Campagnolo wheels. I actually had the plastic flares ordered. The reason I eventually backed down was prosaic: the need to cut the existing steel fenders. In other words, the irreversibility of the modification. Flares are typically riveted to the steel panels, which could be bypassed by bonding, but after much research—and especially thanks to advice from Marcel Renc, proud owner of one of the three GTAs purchased in the late '60s for ZETOR Brno, who explained that you cannot use wider wheels without cutting—the decision was made.
But back to the wheels. The racing version (see the SQADRA CORSE section) wears period-correct Campagnolo replicas from Maxilite, and they suit the car perfectly. The reason is simple—they've belonged there from the very beginning. I hesitated for a long time on what size to use but finally settled on 15-inch rims with a 7J width. Larger wheels simply look better on the car, and the tire selection in this size is also quite good.When deciding on a tire brand, several factors must be considered. Given the low annual mileage, things like wear and noise are completely irrelevant. The key is handling—and here, as always with tires, it's a bit of alchemy. If we choose a standard road tire, the car will be fairly comfortable and behave better in the wet, but above all, it will retain a more playful rear end. On the other hand, if we expect maximum grip and steady behavior, a street-legal semi-slick is the clear choice. In the end, the decision was to go with proven quality: TOYO Proxes R888 R in 195/55 R15. The racing version wears the predecessor, the R888, and the car's behavior on high-quality asphalt is excellent.