The TZ came to the Gorings in just about the condition seen here in Tim McKinney's photos, with a white paint job, typical of Zagato production cars of the period, and a curious red nose stripe, offset by just enough green striping at its edge to make it a glorious looking piece that bespeaks its Milanese heritage. The heart of the car is its 1570cc engine fitted with racing camshafts, a pair of gigantic 45 DCOE side-draft Weber carburetors, and headers. It does not have the twin-plug cylinder head that arrived later with the GTV, though, just one plug per cylinder. The cylinder head is heavily ported by Sperry Valve Works in California. Judging by its lap times at known tracks like Lime Rock and Watkins Glen, Goring figures the engine develops about 150 bhp, or just under 100 hp per liter in its 1963 trim.

It's hooked up to a standard Alfa Romeo close-ratio five-speed transmission bolted to a magnesium bellhousing. That leads via a driveshaft to the swing-axle rear suspension fitted with Chapman struts on either side, with a single tubular lower A-frame and the halfshafts acting as the upper arm. Dunlop disc brakes, sized 10 in., grace each of the four corners, providing plenty of stopping power for such a lightweight car. The front suspension has tubular upper and lower control arms with welded lower arms and adjustable upper arms, angled Chapman struts, and a relatively quick steering box, 2.5 turns lock-to-lock.

The little sweetheart, which was homologated at a ridiculously low 1,452 lb for racing purposes, weighs only about 1,800 lb wet, and it rides on 5x15 Hoosier racing tires on replacement 5x15-in. four-lug steel wheels (the originals were only 4.5-in. wide).

The aluminum Zagato body, which has been crashed and repaired a number of times since 1963, is pretty straight now and bespeaks what was happening in terms of rally cars and aerodynamics nearly 40 years ago. The nose is low, and there is a minimum of grille opening to cool the engine. The one-piece front end with rear-mounted retaining straps graduates gracefully from front to rear, with a large sheetmetal kickup just in front of the windshield, presumably to help the air up and over the long roof section with its acres of side glass pointing back to a classic Kammback, the chopped-off tail that was on just about every race car of the era. The TZ's door windows are lightweight plastic sliding windows that require no heavy winding mechanisms, just enough to deal with rally checkpoint paperwork, and there's the ever-present Monza flip-top fuel filler cap that was also a hallmark of racing cars in the early '60s.

The interior is as spare and purposeful as can be, with a handful of Jaeger instruments (in French), with the 10,000-rpm tach mounted high and the speedo mounted low and in the center of the aluminum-sheet dashboard, a sea of black vinyl and carpeting, two bucket seats, and that's about it.

What's it like to drive? Goring said, "It's not very tractable at low speeds because of the hot cams and the carburetors. The street Alfas of the period used 40mm Webers, and this car uses gigantic 45s for high-end power. It vibrates, but not hugely so. There's a fair amount of vibration and noise inside. It gets hot. It's very claustrophobic inside because, at the time, the average Italian racing driver was 5 ft 6 in. and weighed 135. I'm 5 ft 6 in. and weigh more than that, and it's pretty claustrophobic inside. It has a street exhaust system on it, actually a stainless-steel copy of the original exhaust system, but it's pretty raucous sounding."

Goring said he doesn't like the car's handling as it stands as much as he likes a regular Giulietta's handling, but he blames himself for that. "I haven't fully developed the handling, and I know they can be developed considerably farther than I have. The suspension was all rebuilt, but I'm still not happy with the way it handles. Gluing the rear end to the road is the problem, and I think there are a couple more seconds per lap in the car. I want to make it better, because the car deserves it."

Amen.

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