(first posted 9/8/2014) Welcome to the second installment from Como Park. Today I have the pleasure of bringing you a selection of exquisite and rarely seen Alfa Romeos. For some reason, Australia received many significant early Alfa Romeos. The first was imported in 1918, and at one point we had as many Merosi models (designer circa 1910-1926) in Australia as there were in all the combined countries of the rest of the world.
First we have a 1900C Super Sprint of the type produced between 1953 and 1958. Introduced in 1950, the 1900 was the first Alfa to be considered a mass-produced series, with a factory-built four-door saloon making up most of the output. Carrozzeria Touring produced a number of two-door coupes of which this example can be considered the highest in specification. The standard 1884cc was bored to 1975cc and could propel the car to 118mph with its four-speed-plus-overdrive gearbox.
Minus the bumpers, and with mesh grilles as opposed to the standard, more ornate grille embellishment, this appears to be one of the few Touring coupes built for racing. It was not as light as the Zagato variant but nonetheless cuts quite a dashing figure. I’m not sure about this specific car’s racing history, but the bumperless treatment is, as with many cars from this era, my preferred look.
I get all funny in the belly looking at those frenched rear lights, sitting unobtrusively in the compound curvature of the rear corners. The coachline sweeping down from the flanks to define the rear end has me gazing slack-jawed as I write this piece. I love the racing detail as well, from the leather bonnet catches to the ventilated window sections.
This winged wonder represents the golden period of Alfa on the track. Before building cars bearing his own name, Enzo Ferrari was a famed race-team manager. Scuderia Ferrari was the quasi-works team for Alfa, and Enzo had managed to convince Vittorio Jano to leave Fiat to design a lightweight six-cylinder 1500cc engine for Alfa. The engine of this 6C 1750 was the next iteration of Jano’s work. Produced in six series from 1929 to 1933, I’m not sure where this exact example fits.
The 6C 1750 was considered an invincible beast. In 1929, it won every major race it entered including four Grands Prix, the Mille Miglia and the Ulster Tourist Trophy. When fitted with a Roots-type supercharger, these cars put out about 100bhp which was enough to propel them to 90mph. Alfa produced a lightweight running chassis which was then dressed by carrozzeria such as Zagato, Touring and James Young. The name I associate mostly with this car is the great Tazio Nuvolari who drove one to victory in the 1930 Mille Miglia in characteristically furious fashion.
Next we have a 2600 Spider. The 106-series 2600cc was an update of a two-litre six-cylinder that had itself replaced the four-cylinder 1900 used in our first car. It was not a success for Alfa, with only about 11,000 examples sold between 1961 and 1968. The reception to the factory saloon was so poor, roughly three times as many coupes were sold. This fine specimen is another Touring body, distinguished from the two-litre version by the scoop on the bonnet.
It’s actually quite a long-legged car, although I was unable to get a pure profile shot to demonstrate this. Touring, as this article shows, had quite a long history with Alfa and their bodies featured the trademark ‘Superleggera’ (super light) body work. Originating in the 1930s, this was a method of construction whereby a spaceframe chassis of small-diameter steel tubes supported an unstressed aluminium body skin. The most famous Touring bodies were those built for the Aston Martin DB4/5/6.
Around 2,200 of these were produced (again, more than the saloon), but they were really overshadowed by the more petite and prettier Giulia and Giulietta Spiders. It was really positioned against the Lancia Flaminia and Maserati 3500, but was held back mostly by its lack of a sparkling engine, which was the last of the traditional Alfa inline-sixes upon which the company had built much of its reputation.
As I mentioned, one reason the 2600 range is not so well regarded is because the range underneath it was almost perfect. The Giulietta Spider, (which eventually became the more powerful, but same-bodied Giulia Spider) was introduced in 1955 as a stylish sister to the Giulietta coupe and shared most of its sheer driveability. These were a great success for both Alfa and Pininfarina, with production for the Spider lasting until 1965.
The Giulietta models came with a 1290cc engine in various states of tune and the Giulia used the 1570cc version of this twin cam jewel. To accommodate the taller deck, the later Giulia models had a bonnet bulge and simulated scoop as per the above 2600, which means this is a Giulietta. Those quarter windows were introduced in 1959 when the model was transformed from 750 series to 101 series. I always thought the Giulia was the 101 and the Giulietta the 750, but apparently there was some overlap with late Giulietta models designated as 101 series during the changeover.
Let’s move onto a couple of Australian variants. The Ricciardi was made in very limited numbers, apparently only two still exist. Based on the Australian JWF Milano, the body was widened (I think) to accommodate mechanicals from the 105 series Alfa 1750 of the late sixties. I believe these were built sometime in the early eighties.
The Giocattolo (Italian for ‘plaything’) was another Australian creation. Starting with Giugiaro’s Alfasud Sprint body, the engine was transferred to a mid/rear position. Initially fitted with the 2.5 litre Alfa V6, the makers decided a 5 litre Holden V8 (warmed over by Holden Special Vehicles) would provide more appropriate motivation after only three examples were built. Only fifteen were ultimately produced, making this yellow coupe quite rare.
Behold ‘Il Mostro’. Dubbed The Monster by the Italian press, the Alfa SZ was late ’80s attempt to sustain the Alfa and Zagato brands. This brutal looking design was the result of a three-way tussle between the Zagato, Alfa and Fiat design studios; with the ultimate winners being young Fiat designer Antonio Castellana under the aegis of Robert Opron. That triple headlight configuration looks familiar.
The body is made of moulded composite thermoplastic injection panels formed by Carplast in Italy and Stratime Cappelo Systems in France, and was assembled by Zagato at Terrazzano di Rho near the Alfa factory in Arese. Mechanically, you’re looking at an Alfa 75 with the 12v 3.0 V6 powering the car, along with suspension from the Group A/IMSA 75. Performance figures are quoted as 210bhp at 6,200 rpm and a top speed of 245kph, although these numbers are said to err on the conservative side.
As the rear end demonstrates, it’s not the prettiest Alfa, but is probably the most desirable from a rather fallow period for the marque. 1036 examples of the red-only SZ were produced, with another 278 of the later RZ convertible. There were two examples on display the day I photographed this.
Saving the best for last, may I present the Alfa Romeo Giulia TZ. Nominally a 105 Giulia, this is the homologated version purpose-built for racing. Replacing the SZ, the TZ’s aluminium skin was wrapped around a tube frame–hence the moniker Tubolare Zagato. Ex-Ferrari engineer Carlo Chiti was engaged to build these beauties, and set up Autodelta in order to do so. Autodelta was eventually to become the racing arm of Alfa Romeo. Ercole Spada styled this for Zagato.
The ‘coda tronca’ (truncated end) Kamm profile tail was instrumental in aiding the TZ’s windcheating abilities. Paul’s three-part series on aerodynamics (one, two and three) goes into its benefits and Alfa had experimented with this on other cars like the delicious Sprint Speciale. In ultimate racing form, it was propelled by the GTA version of the twin-spark 1570cc four-cylinder which produced 160bhp. Weighing only 660kgs, the TZ could reach a maximum speed of 216kmh (134mph).
There were ultimately three iterations of the TZ, and this model became known latterly as the TZ1. Development started in 1959, and production occured between 1963 and 1967 resulting in only 112 examples. In 1963, the TZ won the FISA Cup in Monza and achieved class podiums in the Sebring 12 Hours, Targa Florio, 1000km Nurburgring, Le Mans, Tour of France, Coupe des Alpes and Tour of Corsica. Amongst this scattering of bona fide classic Alfas, it seems a fitting end to the second installment of this series. Stay tuned for more red Italians next Monday.
I either live in the wrong place or go to the wrong car shows (or both?) but I have never seen so many Alfas in one place at one time. I rather like that 2600 Spyder from the 1960s.
Great taste in cars Don and another great read thank you.I wouldn’t have the nerve to own an exotic Italian car like these but I like to look.The nearest I came was having an FSO 125p(Polish Fiat) which was a pretty good car.
I may be in the minority, but I think the SZ has aged incredibly well. The RZ roadster (which actually has nearly all body panels subtly redesigned), not so much…
Where to start on this very rich meal? The 1900 SS is a very exceptional car; what a graceful roof and delicate pillars to support it. Sublime. Somewhat surprised to see that three-box style used for racing, but it works superbly.
The 6C 1750 is only one of the all-time great sports-racing cars ever. Its exploits, even against bigger cars are legendary.
The 2600’s fortunes are a bit sad, but what lookers the coupe and spider are.
Never heard of the Giocattolo before. A real piece of work.
The SZ was a challenge for me, especially the heavy rear side quarters over the relatively small rear wheels. But I’ve come to appreciate it more with time.
The TZ is fab; the Italian sports racing car specials from these era can’t be topped.
Back to the real world… 🙁
Yep, I found a site that documented hundreds of the 1900 variants with accompanying chassis nos. and stamp-sized images. This one seemed to be the only Touring set up for race.
I’ve got the 1750 curbside; the driver was doing a three point turn and I managed to get a shot. But it’s black, and I was shooting against the sun so maybe no CC on this one. Pretty sure its not a replica, though.
I need some quite time…in front of the computer..Alone 🙂
Really. That 1900 SuperSport . . . just lustful.
Magnifico! Not a mundane car amongst them and a couple of types I’ve never seen before (I dont think I’ve seen any of these individual cars). The SZ doesn’t have any registration plates, I suppose it is slightly too young for an historic permit and cant be registered with left-hand drive. I think the JWF Milano body was moulded from a Maserati 300S racer originally in the early 60’s and the usual version had a long sweeping front wheel arch opening that let it fit a variety of chassis/wheelbases, eg old MGs.
btw, for you John. Caught on Chapel St…
Great shot, even if the ‘special effects’ are natural!
Red really is the best color for these classic Alfas. Not only are these cars beautiful, but somehow manage to be sexy as well. Great presentation, the glory years of Alfa without a doubt.
Back in 1974-75 I was stationed temporarily in Sicily. A co-worker had a 2600 spyder that even then and even in Sicily was giving him fits. Parts were hard to find and expensive when you did. The 2600, as a consequence, wasn’t driven all that much so he offered it to me for a ” couple thousand bucks”. A few months before going to Sicily I had bought a new Audi so even if I wanted his headache I couldn’t afford it. His 2600 was a less attractive white with black interior. After getting back to the ‘states I saw a “twin”(?)to that car 2 times in North Florida.
Like “everyone” else, I prefer the coupe…styled by Giugiaro while employed by Bertone.
A friend had one of those Sprints not a Giocattolo version just the ordinary Alfa version not a bad car really it was his daily comuter in western Sydney traffic, I remember reading about the Giocattolo when it was first mooted very fast and very very expensive I can see why only 15 were made.
Another car I’d never heard of,it does look a bit like a home brewed hot rod compared to a Pantera
Funny you say that Gem, the guy behind it had previously imported Panteras and had raced a scratch-built Pantera with full ground effect aero and Kevin Bartlett driving, it was so fast in its first races (lapped the entire field in the last race of the year) that the category rules were changed to make it ineligible for the following year.
The main factor (other than $$$) behind the limited production was the Alfasud Sprint going out of production. They had plans to build a follow-up “full” supercar but with the 1990s recession that never came to fruition.
My dad has a Sprint, bought as a one year old in 1988 and he’s still using it as his DD when he’s in oz. I love the shape, but rust is attacking it near all the windows. There’s something about a mid-mounted 308 in that body that makes me think of you, Bryce.
Thanks, Don. All that’s just beautiful to look at.
Dude, that 1900C Super Sprint is incredible! The way the quarter panels flow down into the rear pan is pure art.
But I would settle for Don’s Montreal.
” ……Australia as there were in all the combined countries of the rest of the world.”
My father used to talk about this fact , particularly in the state of Victoria, there are some explanations.
There were a lot of very wealthy farmers and it was very common for cars to be brought unseen and just delivered to the property in the country. Lowe’s in particular were the Lancia and Ferrari dealer after the war and the majority of their cars were sold to farmers who never visited the showroom. People who know rural Australia well will know of the very wealthy farmers.
The other thing was the car culture was different , French cars have always been popular and there was always acceptance of something that was different by a small number of people.
I don’t think my father or grandfather ever had a normal car , relatives still talk of the stream of unusual cars that passed through their hands.
Pre-war exotica were their thing, Dad had a number of Bugatti cars and Mercedes sports cars. Grandfather used to trawl the Sydney auction houses for cars that were of engineering interest to him.
Whilst our government supports the US in it’s illegal and sinful wars not all the people are as ignorant.
I took that fact from an Evan Green book about Alfa Romeo in Australia. It was published in the eighties and lists a number of significant Jano cars that were owned by a prominent importer of continental foodstuffs at the time. Don’t know if they’re still all here.
Your mention of the interesting engineering being of appeal to the landed gentry also strikes a note of familiarity. I don’t have direct experience with this but I think it’s related to the ‘hands-on’ aspect to running a farming or pastoral concern, no matter how many farm hands one may be able to afford.
I worked for many Italians in Victoria doing the fruit it was quite interesting just what could be found lurking behind a packing shed same around the Murumbidgee lots of cars from the old country often not running and just stashed under a tarp.
yes i found the same.
Alfa Zagato pre-war in a Carlton garage behind the grape vines.
How long ago was that find Cas? Roughly 5 years I was invited to a yard in Richmond that contained an old Ford truck (1930’s) plus a heap of other bits & pieces. The owner also had a hardware store decades ago and just left some things there, some wouldn’t have moved since 1960. I expect it is now an apartment block.
Cars on farms is a whole other thing. You wouldn’t want to go poking around farms on the Murrumbidgee or around Shepparton without permission!
That 1900SS is indeed a beautiful specimen. Just perfect without the bumpers. Love the 1750 and the SZ also, going from one end of the time range to the other.
When I bought my Volvo, after signing over the title the former owner asked me if I’d give him a ride to the garage where his other car was parked. He’d sold the Volvo and an Infiniti as he was moving to Montana and needed a 4wd truck. As he hadn’t bought the truck yet, the car I took him to go get was going to be his DD while truck-shopping. When we pulled up, he invited me to get out and take a look–he opened the garage door to reveal a 1959 Giulia Spider. Red, of course, and while not concours shape it was still in great condition for a 55 year old Italian roadster. What a gorgeous little car! Not for sale, that one, it was making the trip with him in a covered trailer.
My father, a mechanical engineer and rather a car guy, had saved and kept a 1900 Berlina (sedan) he owned before I was born. I remember it vaguely, as it got sold (possibly for a snip) after he passed. It was black and bulgy, and it had been occasionally used for racing. I remember tales of how Consalvo Sanesi himself had tuned its engine, and how the two of them would test-drive it with all windows rolled up, sweating in the summer heat, so that they could listen to the engine noise and make sure it was ‘singing’ the right tune.
I remember seeing most of these Alfas in the streets as a kid: sure the Giulietta and the 2600, but even some TZs, which were really crowdstoppers. My family’s dentist owned a silver SS that really looked like a flying saucer !
2600 Spider please. Can’t believe I didn’t ask for it earlier.