Alfa Romeo Montreal vs Porsche 911S: a breath of fresh air

By Charlie Calderwood

| 1 Nov 2024

Classic & Sports Car – Alfa Romeo Montreal vs Porsche 911S: a breath of fresh air

The stereotype of the Italo-Germanic automotive rivalry is that the Latin car will be brilliant to drive, but poorly built and ergonomically flawed, while the Teutonic will be the opposite.

Yet these 2+2 sports coupés both ran against orthodoxy.

In the Montreal, Alfa Romeo created an outlandish-looking two-door more comfortable, more powerful and more refined than anything it had produced for decades.

Meanwhile, Porsche continued to refine its back-to-front, austere and increasingly aged 911.

The Porsche 911S 2.4 S predates the onerous US safety regulations that called for plastic bumpers on later models

Neither took a traditional development path, but both created thrilling and individual cars that have echoed through the decades.

Enthusiasts are in the unfamiliar position of having to thank American legislature for this celebrated edition of the 911, the 1972-’73 2.4 S.

Tightening Federal and Californian emissions standards, coupled with a worldwide trend towards phasing out lead content in fuels, meant that Porsche had to increase the capacity of its previously 2.2-litre flat-six to maintain power levels.

The Alfa Romeo Montreal’s pillar vents hint at Marcello Gandini’s earlier work on the Lamborghini Miura and (wrongly) suggest a mid-engined layout

Compression was reduced from 9.8:1 to 8.5:1, cutting NOx emissions and lowering the octane requirement of the fuel, while a slight detune reduced the amount of unburnt hydrocarbons produced.

On their own these changes would have been similar in effect to the first wave of the ‘malaise era’ in the USA, wherein once-mighty V8s became increasingly vapid through the 1970s.

Expanding the engine’s bore wasn’t considered an option, given that higher-revving power was generally counterproductive when on an emissions drive.

Instead, Porsche lengthened the engine’s stroke, pushing up total capacity to 2341cc and creating an engine many regard as a better driving unit than its high-compression predecessor.

‘You spend your first 20 minutes in the Porsche 911S 2.4 feeling that it’s all a bit weird, but, after some time on the road, it’s increasingly natural’

This revised engine boasted increased tractability, with power up by 10bhp and twist by 12lb ft – the latter on a noticeably flatter curve.

That boost in torque also necessitated the first major transmission update in the 911’s life, as the stronger Type 915 gearbox replaced the old Type 901.

Just a couple of years later, however, enthusiasts could return comfortably to cursing the US government: Porsche’s genius ran out in the face of even harsher emissions legislation, pushing power down by 15bhp despite a further expansion to 2.7 litres.

Porsche upped the 911’s capacity from 2.2 litres to 2.4 to preserve power in the face of tightening emissions standards in America

At the same time, 1974’s infamous crash regulations forced the replacement of the 911’s delicate chrome bumpers with blocky plastic impact beams, complete with shock-absorbing ‘accordions’.

Porsche did far better at adapting to the new rules than many others – MG and BMW resorted to particularly heinous solutions – but it was enough to make the two years of chrome-bumpered 2.4-litre cars, and especially the S, a high point in the 911 canon.

That said, the Porsche 911S 2.4 isn’t quite visually identical to the less powerful chrome-bumper cars that preceded it.

There’s one subtle, but important, difference: this was the first mainstream 911 to come with a front splitter.

The Porsche 911S 2.4’s neat door mirror

Porsche had improved the model’s initially rather wayward rear end with a string of improvements by 1972.

The wheelbase grew for 1969 – with the weight otherwise pushed forward thanks to relocated batteries and a magnesium crankcase – while the wheels twice got wider, ending up at 6in for the 1972 911S.

But those alterations only accentuated the front-end lift that’s always inherent in mid- and rear-engined performance cars.

The Porsche flat-six in the 911S 2.4 makes 190bhp

These were the early days in automotive aerodynamics, though.

Porsche engineers worked out of the University of Stuttgart’s wind tunnel, making trial-and-error mock-ups initially just out of a piece of rope taped to the bumper.

Air hit the rope, and instead of rushing under the car and up against the boot floor, it went either side of it.

Never a company to do things by halves, Porsche went to the trouble of stamping a new front valance, incorporating a new lip into the metalwork.

The Porsche 911S 2.4’s cabin is on the sombre side and the ergonomics take some acclimatisation, but it all gels once you get on the move

Drag was very slightly down, from a Cd of 0.41 to 0.40, but front lift was nearly halved, from 83kg to 46kg.

Porsche unveiled the new 911S 2.4 in 1972 and, while it might have looked pretty similar to the car that was first revealed nearly a decade earlier, both its performance and its handling were transformed.

And yet there’s still plenty of continuity here, whether it’s the rest of the bodywork or the well-built yet quite sombre interior, whose coarse carpeting, rubber gearstick gaiter and unadorned gauges are all strikingly spartan compared with the Alfa.

The Porsche 911S 2.4’s lines continue an already well-established theme

The ergonomic quirkiness of a classic Porsche 911 is here, too.

The long, downward arcs of the brake and clutch pedals take some getting used to, while the steering wheel – here a slightly smaller-diameter Nardi item – is fixed and quite high on the dashboard.

All classic 911s have interior proportions that make anyone under 6ft feel too small for the car, and in this example that’s exaggerated further still by a Recaro sports seat.

At 5ft 11in I feel as if I’m hanging on to the steering wheel to pull myself up and see over the dash until I sit on my folded coat, and even then I’ve got enough room above my head to wear if not a top hat then certainly a bowler.

The Porsche 911S 2.4’s snug rear seats

You spend your first 20 minutes in the Porsche 911 feeling that it’s all a bit weird, but, after some time on the road, it’s increasingly natural.

The Montreal, meanwhile, is far from an ordinary Alfa Romeo – and not just because it looks unusual, was very expensive, and was only produced in small numbers.

It defies all of the normal Italian-car platitudes, being comfortable and well-built, and boasting a flexible engine. And what an engine!

The Porsche 911S 2.4’s aluminium engine lid and rear panel reduce rearward weight bias

Alfa’s response to the growing complexity of American emissions targets appears to have been a pleasingly Latin irate refusal to bother at all, at least when it came to the Montreal.

It was never officially sold in North America, despite being named after the Québécois city at which it first appeared in concept form, plus Alfa’s relatively strong presence in the US market at the time and the fact the car featured the most American-friendly engine configuration: a V8.

Alfa Romeo’s first roadgoing V8 engine was developed by the company’s racing outfit, Autodelta, rather than the main car division.

Its specification was suitably exotic, expensive and unsuitable for road use.

The Porsche 911S 2.4’s clear dials, with central rev counter

Initially a tiny 2-litre unit, it made its debut in the Tipo 33 racer with twin chain-driven overhead cams for each bank, a flat-plane crank, a dry-sump oil system, 16 spark plugs, four ignition coils, a faintly ludicrous 11:1 compression ratio and massively oversquare bores.

It was a job to make the engine suitable for any mass-production road car, and the idea it could meet oppressive emissions standards was fanciful.

Alfa Romeo did have the sense to make it a bit more conventional for the Montreal, however: capacity was upped to 2.6 litres, the twin spark plugs were gone, compression was reduced and a smoother cross-plane crank was developed.

The Porsche’s neat but effective splitter reduces front-end lift at speed

A Spica mechanical fuel-injection system – again developed on Autodelta racers, but also later seen on the Alfa Spider – replaced the Lucas set-up used on the early Tipo 33s.

Arese looked in the opposite direction for the car’s chassis, however, and borrowed the entire suspension and steering layout from the popular and well-regarded 105-series Giulia saloon.

Double wishbones at the front sounded right, but recirculating-ball steering and in particular the live rear axle were a bit ordinary for such an exotic-looking model in 1970.

The Porsche 911S 2.4 feels more responsive and is better on the brakes

In its defence, Alfa Romeo would go on making cars with live axles until the 1990s, arguing that a well-developed solid rear end was better than a compromised all-independent set-up.

That’s probably true, but it didn’t help the Montreal’s bar-room bragging rights.

Starkly opposite to the Porsche, however, and very much providing the prestige lacking in its suspension, was the all-new bodywork.

Remarkably similar to the concept car shown by Alfa Romeo at the 1967 World’s Fair in Montreal, it’s a Bertone design penned by Marcello Gandini, with obvious echoes of the Lamborghini Miura he’d sketched a couple of years earlier.

The Alfa Romeo Montreal’s liftback and luggage cover reveal a useful boot

So similar are the C-pillars that the Montreal also has the Lamborghini’s ‘bull horn’ doors.

It’s a surprisingly muscular, almost blocky body, yet it is simultaneously exotic and sensuous – an Italian Ford Mustang, almost.

It would have looked achingly modern upon release in 1970, let alone alongside a 1972 Porsche 911.

The same is true of the interior, dominated by its evocative twin instrument binnacles in which Modernist rectangular needles point you towards the information.

The Alfa Romeo Montreal’s all-alloy V8 derived from the Tipo 33 racer’s unit

The ancillaries are controlled by neatly laid out and clearly marked rocker switches, while metal accents on the doors, dashboard and steering wheel add flickers of glamour.

The Italian stereotype this interior does follow is that it is both totally up to date and exactly the right side of the line at which flashy becomes gaudy.

It’s solidly built, too, out of plush materials. Stepping into an Alfa Romeo Montreal gives an impression of an interior that’s just-so.

No ‘Italian driving position’ concessions here; everything is straightforward to find and easy to reach.

The Alfa Romeo Montreal’s cabin is executed with flair, and quality materials give a special feel. The driving position is good and the view out unhindered

The beautiful, ribbed seats place you at a height where you have brilliant vision over the car’s low beltline and looking straight down the long, NACA-ducted bonnet.

If you were to walk up to a Montreal and sit in it parked, and then do the same with a 911, all but the most fanatical of Porsche fans would agree that the Alfa Romeo has the better-designed and more special-feeling cabin.

The 911 feels rather old-hat and more than a bit compromised in comparison.

These aren’t cars for standing still, however.

There’s less space in the Alfa Romeo Montreal than in the Porsche 911

Your first mile in the Alfa is dominated by its ergonomic rightness and comfort, while in the Porsche you’re adjusting to its eccentricities.

Only the weight of the Alfa Romeo Montreal’s steering lessens its drivability: it utterly refuses to dry steer and really begs for a power-assisted rack rather than a manual box.

But its gearshift is quick, satisfying and easy to navigate, while even at town speeds the V8 starts to snarl, hinting at its aural potential.

It’s a refined motor, though, and it doesn’t burble like an American V8 thanks to its small cylinders; instead it fires on the button and idles smoothly.

The Alfa Romeo Montreal rides well and sounds great

Starting the Porsche 911 requires a touch more patience with the starter motor and a bit of feathering of the throttle, and its initial engine note is that familiar, clattering air-cooled clamour rather than anything more exotic.

The gearlever is usefully close to the steering wheel thanks to a tall, spindly shaft, but this also gives it a relatively long throw and it can take a few minutes before you’re making your way around the shift pattern with confidence.

Straight away, though, you can feel the absolute rightness of the 911’s steering: it’s usefully light at low speeds thanks to the paucity of weight over the front axle, but quick and feelsome.

The Alfa Romeo Montreal’s Lamorghini-esque ‘bull horn’ doors

Both cars come into their element on the open road, albeit with distinct characters.

The Alfa’s exhaust note ascends to a delicious roar as the surprisingly tractable, smooth engine punches it forward.

It feels brisk – 0-60mph takes 7.5 secs – but long gearing and the car’s general refinement prevent it from ever feeling too raucous.

It continues to soak up bumps brilliantly well at speed, while its steering reaches a satisfying weight and transmits useful feedback, if always exhibiting a small amount of play.

The Alfa Romeo Montreal’s retractable headlight covers are a stylish feature

But while the Montreal feels eminently comfortable and stable at speed, start throwing it into tighter corners and it becomes a lot less composed.

There is a dose of understeer, but more disappointing is a roll angle at odds with the car’s exotic image.

Giulias roll, too, and enjoy a glowing reputation for their handling, but in that lighter car it feels like the agile side-to-side dive of a slalom skier.

With extra kilos to carry, the Alfa Romeo Montreal can’t shift its weight so quickly, and the driver is left dishearteningly aware of the car’s inertia.

The Alfa Romeo mirrors closely the 1967 show concept revealed in Montreal

Thicker anti-roll bars and other means of firming up the suspension have since been developed by third parties, but it’s a shame that Alfa couldn’t do better in either the car’s near-four-year development run or across its seven years in production.

The vast majority of Montreals were sold in the first two years (for which Alfa could thank the 1973 oil crisis), which perhaps explains why Arese gave up on developing the car so quickly.

Predictably, the Porsche 911 feels superb on the same twisting roads where the Alfa Romeo became uncomfortable.

Its low centre of gravity allows it to corner far flatter than the Montreal, even though its ride is only slightly firmer.

‘Even at town speeds, the Alfa Romeo Montreal’s V8 starts to snarl’

This poise and agility starts a virtuous circle that creates much more responsive steering and a car more comfortable under heavy braking.

Once revved a little harder, the flat-six lets out its paper-tearing howl and, though slightly more peaky in its delivery than the Alfa Romeo, adds an extra edge of excitement to its acceleration.

One second and a bit faster to 60mph is noticeable, but further than that you really feel the speed: it is slightly less refined, but more exciting.

‘The Alfa Romeo Montreal’s interior is both totally up to date and exactly the right side of the line at which flashy becomes gaudy’

Where these two do fit to type is in the brio of the Alfa’s design against the 911’s understated, elegant style: there’s no denying the Porsche doesn’t have the same visual impact, nor makes its driver feel quite so special.

Anyone would be wooed by the Alfa Romeo Montreal’s initial charms, and the fact it’s such a thoroughly agreeable car to drive day-to-day and over distance allows you to dismiss the 911 as a bit of an obvious answer… until you drive it.

If you’re seeking pure driving pleasure – which many buyers of small 2+2 sports coupés surely are – the Porsche 911 remains the pick; it’s the default choice for good reason.

But for drama, curiosity and character, everyone should drive a Montreal at least once. Like all Alfas, it’s a car with compromises – just not the ones we have become used to.

Images: Max Edleston

Thanks to: Nick Aaldering, Gallery Aaldering

Factfiles

Porsche 911S 2.4

Sold/number built 1972-’73/5054
Construction steel monocoque, steel and aluminium body panels
Engine magnesium-block, alloy-heads, sohc-per-bank 2341cc flat-six, Bosch fuel injection
Max power 190bhp @ 6500rpm
Max torque 159lb ft @ 5200rpm
Transmission five-speed manual, RWD
Suspension independent, at front by struts, longitudinal torsion bars rear transverse torsion bars, semi-trailing arms, telescopic dampers; anti-roll bar f/r
Steering rack and pinion
Brakes ventilated discs, with servo
Length 13ft 7¼in (4146mm)
Width 5ft 3½in (1613mm)
Height 4ft 4in (1320mm)
Wheelbase 7ft 5½in (2273mm)
Weight 2409lb (1090kg)
Mpg 23
0-60mph 6.2 secs
Top speed 145mph
Price new £5675 (1972)
Price now £75-150,000*

Alfa Romeo Montreal

Sold/number built 1970-’77/3925
Construction steel monocoque
Engine all-alloy, dohc-per-bank 2593cc 90° V8, Spica fuel injection
Max power 200bhp @ 6500rpm
Max torque 173lb ft @ 4750rpm
Transmission five-speed manual, RWD
Suspension: front independent, by double wishbones, anti-roll bar rear live axle, twin trailing arms, A-bracket; coil springs, telescopic dampers f/r
Steering recirculating ball
Brakes ventilated discs, with servo
Length 13ft 10in (4216mm)
Width 5ft 6in (1676mm)
Height 3ft 11½in (1204mm)
Wheelbase 7ft 9in (2362mm)
Weight 2800lb (1270kg)
Mpg 17
0-60mph 7.5 secs
Top speed 136mph
Price new £5549 (1972)
Price now £45-140,000*