Punto Specials!
sporting fiats club Wednesday, July 24, 2024
Punto intro...
Punto GT
Puntograle - Punto Grama 2
Punto Abarth or not?
Punto HGT
Punto Rally Abarth
What Happened to Abarth?
Fiat in Rallying
About N Technology
SFC Gallery
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Punto Drama
Punto Rally Abarth - courtesy of Fiat publicity


It has long been understood how to make this Giugiaro inspired car go seriously faster. What puzzled us at the time is why we had to wait so long for some of them. Here we take a look at some of the Punto projects that have hit the headlines since 1994 - as well as a few that didn't. The Punto is an ideal sized sporting and motorsport weapon with a rigid chassis and simple but classic Fiat suspension. Add to its nimbleness the Italian styling, wheel at each corner hatchback expertise, and robust mechanicals.... and you get the basis for a championship winner with immense character.

Punto GT

Really and honestly the Punto GT is the car I thought the Uno Turbo Mk2 should have been. The GT is evolution-wise very close to its Uno predecessor. This Punto benefits from a better turbo and much better engine management/engine sensors. If you've thrilled to the performance surprise of the Uno Turbo, then you have more delights in store from the Punto GT. A good Punto GT will provide twice the performance shock factor, with some improvement on handling too. But you'll need to modify the car to find it all.

Punto GT - courtesy of Fiat SpA

The GT has a high quality, well balanced chassis with the light and nippy Punto steering. It has the potential to become a true road going catapult - and the Fiat badge also ensures that it's under-rated by the over-whelming mass of British car snobs.. so second hand values provide big value for money! The popularity of these mark1 Puntos actually increased in the UK during their life. Introduced in 1994, they were superceded by the Mark 2 shape in 1999. The best UK sales years for the model came in 1997-8.

The Punto GT was available as a three door only. On its UK launch in 1995, at £10,995 it cost twice the Punto 55's price (the UK base model). The GT was also fitted with ABS and airbags, alloy wheels, low profile tyres and a six speaker stereo system. Additional electric goodies, included a Tipo style electric sunroof, electric door mirrors, and head lamp washers.
There is little outside to betray this car's performance pedigree. Apart from the standard alloys there are no fancy spoilers or scoops around to make a bold statement. Inside the subtlety (or boredom?) continues, with a neat leather-trimmed steering wheel and matching gear knob plus red dials setting the GT apart. Otherwise only the boost gauge betrays a difference from the standard Punto. Fiat definitely missed a trick with lack of availability of their Abarth body kits early in Punto GT production.

There were three variants of the Punto GT produced during its production life. The first GT series, made from 1993-1995 had the most powerful engine, with rear badging lettering no different from the Standard Mk1 Puntos. A second series (1995-1997) had a revised engine, and rear badging with bigger GT red logo. The third series (1997-1999) had a revised ECU map updated to meet more severe emissions controls - and had a less powerful engine. The alloy wheels of this last series were also dark grey.

Punto GT 1995 Spec

Punto GT variants 
Series: Max Power-bhp
Series 1 93-95 136 @5750rpm
Series 2 95-97 133 @5750rpm
Series 3 97-99 130 @5600rpm
Torque (all series) 153 lbs/ft

Engine: 4 cylinder inline - transverse installation                                                   

Head: SOHC 8-valve
Capacity: 1372cc

Aspiration: Turbo (IHI)

Induction: injection, multi point with plenum & intercooler

Management: Weber Marelli running 1.3 bar (19psi) as standard


Box: 6 speed forward + reverse


  front: Macpherson strut with lower wishbone, and anti roll bar
  rear: independent, beam axle with trailing arms, strut with offset spring, anti roll bar

Tyres: 185/55 R14                                            Punto GT engine drawing - courtesy of Fiat Publicity

Weight: 1000kg

Max Power: 136bhp @ 5750 rpm
Max Torque 153lbs/ft (204Nm) @ 3000 rpm
Top Speed: 125mph

0-62mph (0-100km/h): 7.9 secs

You should note from the spec in particular the torque figures - the turbo gives this car a kick from low down (like a mule) - and there's plenty more to come in modified form. The Uno Turbo demonstrated how well this engine responds to turbo-charging. Perhaps the only thing that lets the GT package down is its all up weight. At 1000kg, although quicker than the standard Uno Turbo, the Punto would have a job to keep up with the tuned Unos. Best to take some of the weight out perhaps - lots of electric motors to lose for a start. Despite the weight penalty the GT is a match for the European hot hatch and super mini opposition.

Driving - Taming the GT

So the turbo's quite big for the engine's size - which means not too much goes on under two and a half thousand rpm. After that its going to keep up with any of its opposition. You need to keep the turbo spinning - and this may explain why the GT was the first of the sohc engined road Fiats to have a six speed box. Some stick stirring is required to make it really motor!

Hold on - lets run by that one again.... below 2500rpm not too much is going on.... and at 3000rpm (see spec) we are producing maximum torque.... that's one hell of a torque curve! You need to be ready for the car to rear up... any bad road surfaces or cambers do tend to make the GT track off line... best to keep your foot 'in' on the loud pedal and focus on steering a bit more! This sort of behaviour will reward you with oodles more power and acceleration.

Deep into the corners the car betrays little roll - you'll be glad of the legendary Fiat stiff-ish 'driver's car' ride. Then comes the tyre slip, pile on more and understeer sets in, lift and the car should snap back into line (if all is not already lost!). The GT is at its best in long sweeping bends, preferably coming in combinations. Any suspension play shows up in tighter stuff when the limits of the suspension package becomes more apparent. The Punto gets distinctly 'clunky' in response to the tighter bends. As a second hand buy it will reward you to make sure all the bushes and suspension joints are at their very best so plan and budget to replace them with Powerflex or Proflex items.

On track days I've noticed how much the GT relies on the tyre tread edge with the side wall to retain feel and direction. It works the tread rims on the front very hard. 'Cook' this beading edge and its best to swap the tyres with the rear or else be prepared to combat side slip taking over earlier and earlier. Also if you do go about 'pedal to the metal' then the fuel consumption takes a big hit too. The Punto GT is a performance first/ economy in the back seat sort of motor. You'll quickly learn to know just when and how long to use the turbo to extract a cruising economy.

Modifying the GT puts the car into its element. Running 1.6 bar boost is probably the first stop. But a warning - despite the addition of better brakes and suspension a tuned Punto GT is fast enough to require careful placement and applied concentration - as the limits of its handling and road manners are then easily reached. Many of the club's cars have ended prematurely in car graveyards as a result. If you add heavy ICE sound systems to the already 'lardy' 1000kg all up weight this will only add to the 'lateral' bad behaviour when on the limit. Having said all that, a well tuned and well set up Punto GT is a performance driver's delight.

Grama 2 Punto - the Puntograle

The Grama 2 Punto - or Puntograle as it has often been called - was a one-off publicity vehicle for Maggiora (who also built the Punto Rally and S1600) when the last of the Evo 2 Delta Integrales were being delivered during October 1994. They designed and built the car at a time when they had taken over production of the Evo2 Delta Integrales at Chivasso and it was originally shown at a party there to celebrate the last production batch of the famous Delta Integrale.

Grama2 Punto by Maggiora at Chivasso

The overall impression of the car is just stunning.... it has been carefully crafted to look like a Punto Mk1 GT. This is a trick as the Punto body has been grafted onto a Dedra Integrale floor pan - so this Punto has four wheel drive and an Integrale engine!

Easy to say - but the Dedra floorpan happens to be about 12 inches longer than the Punto's body. The use of special front and rear valences with an additional 7inches depth disguise the floor pan’s length, while wheel arch and sill extensions blend away the 6 inches of additional track width. The size of the 17inch Integrale rims, shod with 205/45 tyres, does much to distract the eye into thinking all is ‘Punto’ normal – as does the all gold paint finish. The wheels provide the only hint that the Delta’s 4 wheel drive system lies beneath.

I've never seen this car in 'reality' to have a detailed look at their engineering choices - so if anyone has had a close look I'd love to know more. If I was doing this, I'd look to align the front bulkhead with the floor pan bulkhead position, then make the (small) change to the front cross member and its postion to get the drive shaft/axle line right. Most of the correction of wheel base would then be achieved at the rear of the floor pan (to get the wheel base right for the Punto shell) - but using the Dedra suspension mounts and cutting the Dedra floorpan forward of the suspension at a convenient point to retain the 4WD kit mounts. Then you'd need only a shorter rear drive 'prop' shaft. The 'catch' with this approach is that there wouldn't be enough room in a standard Punto engine bay for the Integrale induction/injector set up (unless you lost the heater area and re built the area under the windscreen)... and the rear seat space may look odd (where the floor pan chopping was done)?

Originally the project’s single chassis was fitted out with an 8-valve Delta unit. But trials with the car convinced them it was capable of constraining a full on 16-valve turbo Integrale spec. Power is quoted at over 220bhp @ 5750rpm. Top speed is estimated ‘above 220kph’ while its gearing is thought to be rally spec derived and short – so acceleration is abrupt and brutal!

Punto Abarth?

Even in 1993, before the launch of the early cars there was press gossip about the new Punto and speculation about its Abarth performance model. When the Mk1 was launched rumours of a Punto Abarth - either from Fiat or third parties continued.

Speculation was certainly fueled by the presence of some styling prototypes within Fiat. A real Punto Abarth was, indeed, prepared during 1993.

This prototype was largely a cosmetic re-work of the Punto Mk1 with valences, exhaust box and tail pipe, different headlights, bonnet vents, flared arches and lower side skirts - all topped off with a rear roof line aero foil. It was coloured light metallic grey, and bedecked with a suitable number of Abarth badges. One idea that was carried into the later Abarth body kit was the shape and venting on the front valence. (I'm waiting for permission to publish some pictures of this car.) There were rumours in the Italian Car Mags that this prototype Abarth GT also had some tuning modifications based on a normally aspirated Coupe with viscodrive traction control - or later that the Barchetta engine was used with a six speed box.

Other body shops presented similar styling exercises, but Fiat only produced an Abarth body kit with the launch of the Punto Mk2.

Fiat's Abarth body kit for the Mk2 would fit any model, although in the UK it was initially associated more strongly with the Punto HGT which could be ordered with the kit ready fitted. The kit comprised:

    - larger light-alloy wheels

    - front & lower rear spoiler

    - rear roof aero foil

    - additional side skirts

    - customised gear stick, handbrake & pedal set in aluminium

    - customised steering wheel

    - Abarth badges and logos
Within one year these items could be ordered individually, The complete kit retailed for around £1200.

The only true performance Punto to carry the Abarth name was the Punto Rally - that was based on the Punto Mk2 HGT, and homologated in three forms for various national and international rally championships.

Punto HGT

Punto HGT launch images Courtesy Fiat publicity

In 1999 Fiat's new Punto range included two performance versions. The great little Sporting was powered by the great little 1.2 litre 16-valve engine. The second fast Punto was the HGT. While the Sporting could be described as nippy, the HGT has some serious performance. It's 1.8 litre 16-valve engine gave a top speed of 127 mph and 0 to 62 mph in just 8.6 seconds - which nearly matched the Punto GT it replaced, just slower accelerating

It had style and equipment with traction control, bolstered seats, unique alloy wheels, and discrete side skirts. Less easy to spot were the ventilated front disc brakes, and ABS. The HGT came with a rash of features; electrical tilt and slide sun-roof, windows, adjustable & heated exterior mirrors, front fog lamps, height adjustable steering and driver’s seat. It introduced Fiat’s excellent dual mode power steering, driver's adjustable lumbar support and a driver’s airbag.
The revised suspension will happily absorb road bumps yet when cornering hard it remains flat, mostly devoid of any lean and wallow. For the same reasons your back seat passengers will find it choppy.

Under the bonnet
This is a car that just begs to be driven enthusiastically, and when you do, it rewards you in as all the best Fiats can and should. The throttle response is immediate, and the variable inlet and variable valve timing contribute to a large and flat torque curve (at 164Nm max and never less than 144Nm between 1800 & 6500rpm!). This partly explains why the HGT feels quicker than the 130bhp max power quoted for the engine. It demands to be revved - like all its sporting ancestors. For me, all the car lacks is another 30bhp! But then it would start to embarrass larger performance cars in the Fiat Group - and I always get the feeling that Fiat keep this pecking order very much in mind. The HGT traction control system can be switched off if and when you want (its not really been programmed for on the limit track day stuff), the dual weight power assisted steering is un-intrusive, and when the time comes to stop the all round disc brakes are all there too. Overall the feel of this Punto is of maturity - it feels more solid than the earlier versions. It doesn't raise the pulse the same as the ruder GT did though. Overall the HGT is a well sorted thoroughbred.

Racing Pedigree

The HGT's motorsport potential has not been lost on many race series organisers around the world. The head's breathing characteristics are excellent, and on top of one of the best engines Fiat have ever designed. This engine was originally introduced in the Barchetta, and is also present in the Bravo range. It is the one to look for. For the less technical readers, good breathing and a strong bottom end on the engine makes for powerful tuning opportunites, and quick cars. Barchetta owners please note - you have an easily tuned monster under your bonnets too!

Punto HGT shows clean heals to Italian opposition in 2003

Punto Rally Abarth

Late in 1999, Fiat announced their return to the International Rallying spotlight. It had been six long years since the Group withdrew from World Rallying with the all conquering Delta Integrales. Now they returned with the Punto - targeted at the World Junior Rally Championship for 1600cc cars and under 28 year old drivers. Behind the car the Group had pooled elements of the Chivasso based Lancia performance engineering, including the remnants of Abarth within Fiat Auto Corsa. This has become N Technology who continue to carry out development and testing today.

What happened to Abarth?

Abarth's premises on Corso March had been used since 1962. Abarth were bought by Fiat in 1971. All development work continued there until the closure and move to part of the vast Chivasso Works during 1992-3 (where the last of the Delta Integrales were also being made by Maggiora).

At this point their name changed to Fiat Auto Corsa. High performance system development, and both competition and performance car support continued.

Most recently a collaboration under the name N Technology was formed. This comprises the partnership interests of Nordauto, Andrea de Adamanche and Fiat - taking on the roles of Fiat Auto Corsa.

They are the design centre behind the Punto Rally.

Fiat had been supporting grass roots competition in Italy throughout, but intended to develop the Punto rally for use in the FIA Super1600 and World Junior Rally Championship as an 'off the shelf'Punto Rally at first UK Show in '99 - courtesy Fiat publicity European Rally winner in these 1600cc Championships. This meant a head to head fight against the Peugeot 106 Maxi, Citroen Saxo and Ford Puma rally kit cars. Fiat homologated three versions of the Punto. One as a show room category based on the original Punto HGT, one for domestic rallying based on the same car and the third being the Punto Rally based on the latest HGT model but fully exploiting the Group A rally kit car and K/10 class modifications. So although the Punto Rally is based on an HGT body shell, it has a wider track both front and rear (122mm wider and 40mm lower), composite wings, valences, doors and bonnet. Its roof level rear aero foil and scoop complete an aggressive and purposeful looking package. And the Rally handles as good as it looks too - even if the deep front air dam and lack of suspension travel confirms its credentials as a tarmac rather than loose rally winner.

Punto Rally Launch - courtesy Fiat PublicityIn Group A form, the Punto Rally's suspension retains its original MacPherson strut layout but with revisions. The upgraded suspension exploits the car's wider body. It comes in two versions; one for asphalt and the other for loose surfaces. A light alloy strut at the front is combined with Bilstein dual-setting hydraulic-pneumatic dampers. The rear end is fitted with an advanced version of the standard production torsion beam and offset spring axle. All joints are of the Uniball type. The car is stylishly shown with one of two versions of the light competition alloy wheels measure 7j x 17in (tarmac roads) and 6j x 16in (loose surfaces).

Although the ride height is variable - as already mentioned - this car is very obviously aimed towards domination on tarmac first - in keeping with many of its intended Mediterranean venues. Suspension travel on the loose could be more of a problem. But the Punto Rally looks great and corners even better on the tarmac roads.

It arrives with factory-fitted safety devices and is practically ready to drive out onto the track. The only preparation needed is to adjust the suspension set-up. So for 79k a rally team saves time and effort as the seats trim and suspension have already been removed and suitable competition items installed. A glance inside or in the engine bay and there is no doubting this car's pedigree. Inside the car, the competition bucket seats are immediately apparent. A long (hand height) short throw gear stick protrudes from between. Beneath it is a fully sequential 6 speed box with a single plate, metal/ceramic clutch. This is linked to a self-locking segmented diff. limited slip transmission. Stopping power is provided courtesy of Brembo calipers and discs. While the rear calipers are standard HGT items, the front disc/ caliper combination can be swapped to suit the event. The system also features front and rear load proportioning valves and a driver controlled regulator.

Punto Rally 215bhp Engine - courtesy Fiat publicity

Punto Rally Engine

The engine is clean revving, noisy and robust. It is the HGT's twin cam 1.8 litre 16 valve - but with a special short throw crankshaft reducing the engine's capacity to 1579cc. With a new design of racing pistons and con rods, 215bhp is the quoted maximum power at 9000rpm - that's 85bhp more than the HGT - but we know there will be more to come from this set up! A special integrated ignition and fueling/injection system has been added by Magneti-Marelli.

This does little to explain the savage burst of torque from mid revs all the way up to the red line. The engine has been subtly but comprehensively re-engineered. But it is an easy car to drive quickly and a welcome addition to the Family of Fast Fiats.

2003 Punto Rally Changes
Introduction of revision B to the Punto Mk2 (mod.188) required changes to the Punto Rally. In addition there has been FIA talk of limiting a new regional rally competition to one make/model with a view to cost cutting. And Fiat needed to place the Fiat Punto as a leading candidate in Super1600 as a result. The Punto Rally remains very competitive, and needs to keep pace with the new batch of cars. Ford introduced the new Ford Fiesta Super1600 replacing the Puma, and Citroen brought in the C2 Super1600 in place of Citroen Saxo.
So the 2003 Punto Rally looks different - in particular the whole front profile has changed as have the intakes and ventilation system behind. The front arches have been blended into the car's body lines, and the rear aerodynamics improved with different aero foil and smoother lower rear bumper - now the same as the production models.

N Technology Logo

Changes for 2004
N Technology have commissioned a range of small changes to the Punto Rally for the 2004 variant. In particular an all new version of the rear brakes was introduced. The new rear discs are made of a lighter alloy and cross drilled 'reducing rotating masses and brake temperatures' according to Fiat's publicity release. The Rally's previous rear disks were standard HGT items.

Seasons' Punto Rally images from '04, '02, and '03

Press Release 23.11.04

Basso's Punto Abarth takes 2nd place in Super 1600 category at Catalunya Rally
The Fiat Punto Abarth of Giandomenico Basso and Mitia Dotta took an excellent second place in the Super 1600 category at the last event in the Junior World Rally Championship, held in Spain recently.
After having held the lead for most of the Catalunya Rally (from halfway through the first stage, to the second-last special speed trial of the second stage), the wrong choice of tyres allowed them to be overtaken by the French driver Bernardi in a Renault. Bernardi won the race from Basso and the Swede Andersson (Suzuki), whose third place gave him the Junior 2004 title.
The exploits of Basso's Fiat Punto Abarth in this rally echoed those of Paolo Andreucci at the Italia Sardinia Rally, where his Fiat Punto Abarth also finished second. In Sardinia the cars were tested on dirt roads, whereas in Spain their reliability and competitiveness was put to the test on tarmac. Once again the car was assisted directly by the N.Technology test team, which gained important indications from the experience for further developments to components such as road trim and engine. Fatigue tests of the engineering during the race gave very encouraging results, with no important mechanical component breaking.

Press Release 29.10.03

Punto Abarth Wins Italian Rally Championship

 Fiat and Rallying

If we exclude the considerable successes under the Lancia badge, Fiat has won 3 World Manufacturers titles, 1 Drivers title, 3 European titles and 5 Italian titles.


Fiat's first success in the Italian Championship dates back to 1970: Alcide Paganelli and Ninni Russo won with the Fiat 124 Spider.

Four years later Maurizio Verini won in the same Championship with the Fiat 124 Abarth, followed by Roberto Cambiaghi in the next season.

Then it was a Fiat 131 Abarth that took Adartico Vudafieri to victory in the Italian Championship in 1980.


In Europe Raffaele Pinto won with the Fiat 124 Spider and Abarth in 1972. A revised 124 Abarth won the title yet again in 1974, this time with Verini, and Vudafieri also won in Europe in 1981 with the 131 Abarth.

World Rally:

The most prestigious titles were the World Manufacturer's Championship triumphs in 1977, 1978 and 1981 with the 131 Abarth, and Walter Röhrl's Drivers title in 1980.

The Punto Abarth has won the Italian Drivers and Manufacturers Rally Championship, a return to success for Fiat after 23 years when, in 1980, Adartico Vudafieri won the national titles with a Fiat 131 Abarth.
Paolo Andreucci and Giandomenico Basso finished in first and second places respectively in the Drivers Championship in a season dominated by the Fiat Punto Abarth, with six wins out of nine races. Andreucci, teamed up with Anna Andreussi, was the winner in the Targa Florio, San Martino di Castrozza and Adriatic Rallies, while Basso took first place in the Ciocco, 1000 Miglia and Eastern Alps Rallies. In the Championship standings they finished ahead of official Peugeot driver, Renato Travaglia, Subaru drivers, Piero Longhi and Alessandro Fiorio, and Mitsubishi's lead driver, Gianluigi Galli.
The 2003 Italian Championship was open to cars in the Super 1600 (the Fiat Punto Abarth's category) and Super N categories (4-wheel drive with a 2000 cc turbo engine). The Super 1600 version of the Fiat Punto Abarth is equipped with a 1600 cc engine (a reduced-capacity 1800 cc unit from the production line HGT version) with a power output of 215 bhp at 8250 rpm and a 6-speed sequential gearbox. The car is also fitted with wider front and rear wings and rear spoiler. Both Andreucci and Basso used Pirelli tyres.
The Fiat Punto Abarth was unbeatable in rallies over tarmac, while in off-road conditions Andreucci chalked up a great success in the Adriatic Rally thanks to the car's outstanding reliability that enabled it to get the better of its four-wheel drive rivals. Winning outside Italy, too. The Fiat Punto Abarth has also shown itself to be highly competitive outside the Italian Championship. In fact in the World Junior Championship (for drivers aged under 28) it achieved an outstanding success in the San Remo Rally with a win for Mirco Baldacci and a second place in the Monte Carlo Rally with Marco Ligato.
In Greece, Laveris took the national title in a Punto Abarth with one rally to go, while Cols in Belgium has already won the Super 1600 title (Drivers and Manufacturers) thanks to five victories. And Fiat Punto Abarth drivers are still in the running for the titles in Portugal, the UK and Poland. Instead Isik, at the wheel of a Fiat Palio Super 1600 version, has also won the Championship title in Turkey.

N Technology LogoAbout N Technology

A considerable investment has gone into the development of N technology, to promote and manage motorsport within the Fiat Group.

Their Fiat Programme...

Combines both race and rally support. In the rally sector, N.Technology together with Fiat Abarth Racing Team takes part in the FIA Junior World Rally Championship, FIA European Rally Championship and Italian Rally Championship for Fiat.

They compete with the Fiat Punto Abarth Rally Super 1600, designed, developed and managed by N.Technology. Their achievements include:

2002 - Italian Rally Championship : Winner of Super 1600 and 2WD Cars Classification

2003 - Italian Rally Championship : Winner of Manufacturers and Drivers (Overall), Super 1600 and Under 25 Driver Classifications

2004 - Italian Rally Championship : Winner of Super 1600 Classification

Line drawing of the Punto Super 1600 Punto kit car

N.Technology have also managed the organization and coordination of the Fiat Abarth Trophy. This has historically provided both driver nursery and rally car testing ground... having been created in the seventies to help grow on new talents. This series of Italian national events embraces high visibility rally Championships like the Campionato Italiano Rally, Trofeo Rally Asfalto, Trofeo Rally Terra, Challenge Ronde, Rallysprint and Formula Start.

The Fiat models used are the Punto Abarth Rally (Super 1600) and Stilo Abarth Rally (Trofeo), manufactured and supported by N.Technology. Within the Fiat Abarth Trophy, the Fiat Punto 1.8 HGT (Gruppo A e N), Fiat Stilo 1.8 16v (Gruppo A e N) and Formula Start (production cars; Fiat Punto 1.2 16v, 1.4 16v e 1.3 Diesel Multijet, Fiat Panda 1.2 and 1.3 Diesel Multijet) are eligible. And these Championships, with the relevant special leaguetables, seem to be much sought after by young drivers, as launching pads to their future careers.

Alfa Romeo Programme
In contrast their Alfa Romeo programme has a circuit racing emphasis. Together with Alfa Romeo Racing Team they compete in the FIA World Touring Car Championship on behalf of Alfa Romeo, with the Alfa Romeo 156 Super 2000, designed, developed and managed by N.Technology Palmares.

Recent successes have included

- FIA ETCC : 2002 Winner of Manufacturers and Drivers Classification (together with GTA Racing Team Nordauto)
- FIA ETCC : 2003 Winner of Drivers and Teams Classification (together with AutoDelta Squadra Corse)

- FIA ETCC : 2004 Winner of Teams Classification (together with AutoDelta Squadra Corse)

N.Technology also manages for Alfa Romeo the coordination and organization of the European Alfa Challenge. This Promotional Trophy, which is run with the Alfa Romeo 147 GTA CUP, is an important testing ground for young rising drivers, for which there is a special Under 25 Prize. The European Alfa Challenge Trophy takes place on the most important international circuits. And N.Technology is in charge of its design, set-up and development. It is a very popular sporting event, which attracts each year great public interest and important links for the future development of the series.


N Technology

Mariotti Racing nice punto mk1 conversion amongst their ventures!


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