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1940 Alfa Romeo 6C 2500 news, pictures, and information | ||
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 |  |  | Sport Cabriolet Designer: Graber Chassis Num: 915089 Engine Num: 923853 |
| Sold for $341,000 at 2008 RM Auctions. | |||
The engine is an in-line 6-cylinder with twin overhead-cams, 2,443 cc displacement, developing 87 horsepower. This engine proved worthy of sports competition where quick and continuous acceleration was assured.
This car was delivered to Swiss owners who retained the car until purchased by the current owners in 1988. It was exported to the United States in the late 1990s. It has been shown at the 2003 Radnor Concours d'Elegance and the 2005 Amelia Island Concours. It was awarded the Spirit of Amelia Award. It has also won Best of Show at the 1987 show event in Switzerland.
This car has been driven less than 36,000 kilometers since new. In 2008, this Sport Cabriolet was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was estimated to sell for $325,000 - $400,000 and offered with a reserve. A high bid of $341,000, including buyer's premium, was enough to secure new ownership. The lot was sold.
The Alfa Romeo 6C 2500 was introduced near the end of the 1930's. The 6C name was derived from the engine size, an inline-six while the 2500 represented the engines cubic-centimeter displacement size.
The engine was a version of Vittorio Jano designed six-cylinder engine. The 6C was available in a plethora of body styles and wheelbases and was produced during two different times in history. Most of the coachwork was handled by Touring of Italy or by Pinin Farina. The body styles ranged from coupes and convertible to four-seater salon. In 1939 Alfa Romeo introduced the SS version, a short-wheelbase model, dubbed 'SS' for Super Sport, that had a high-compression 6C engine rated at 105 horsepower. It was the top-of-the line 6C model that married style and performance together to create the perfect road-going vehicle.
World War II had interrupted production for many automobile manufacturers. During this time many switched their efforts to support the war, such as building engines for marine and aircraft or by producing vehicles that were suitable for war time. When Alfa Romeo resumed production, their vehicles were similar to those they had offered in 1939. The main difference was that Alfa Romeo now bodied the cars themselves rather than providing the rolling chassis for custom coachbuilders to body. The designs had become standard but they were still based on sketches and designs produced by coachbuilders such as Pinin Farina and Touring. Pinin Farina built the exclusive bodies such as the Cabriolet. These vehicles were elegant and stylish and had a price tag that matched. Touring built the Coupes which became known as the Villa d'Este in 1949 after winning the famous Concours d'Elegance Villa d'Este. When outfitted with the Superleggera, meaning light weight, bodies they were capable of speed of over 100 mph.
The engines were similar to the Jano designed six-cylinder power plant, capable of producing 110 horsepower. Independent suspension was installed to soften the ride while improving performance and handling characteristics. A four-speed manual transmission was similar to the one used prior to the onset of the war.
The history of the Alfa Romeo 6C 2500 automobiles are extensive. The various designs and body-styles matched with their mechanical capabilities make these one of the finest Alfa Romeos ever produced.
By Daniel Vaughan | Oct 2006
The engine was a version of Vittorio Jano designed six-cylinder engine. The 6C was available in a plethora of body styles and wheelbases and was produced during two different times in history. Most of the coachwork was handled by Touring of Italy or by Pinin Farina. The body styles ranged from coupes and convertible to four-seater salon. In 1939 Alfa Romeo introduced the SS version, a short-wheelbase model, dubbed 'SS' for Super Sport, that had a high-compression 6C engine rated at 105 horsepower. It was the top-of-the line 6C model that married style and performance together to create the perfect road-going vehicle.
World War II had interrupted production for many automobile manufacturers. During this time many switched their efforts to support the war, such as building engines for marine and aircraft or by producing vehicles that were suitable for war time. When Alfa Romeo resumed production, their vehicles were similar to those they had offered in 1939. The main difference was that Alfa Romeo now bodied the cars themselves rather than providing the rolling chassis for custom coachbuilders to body. The designs had become standard but they were still based on sketches and designs produced by coachbuilders such as Pinin Farina and Touring. Pinin Farina built the exclusive bodies such as the Cabriolet. These vehicles were elegant and stylish and had a price tag that matched. Touring built the Coupes which became known as the Villa d'Este in 1949 after winning the famous Concours d'Elegance Villa d'Este. When outfitted with the Superleggera, meaning light weight, bodies they were capable of speed of over 100 mph.
The engines were similar to the Jano designed six-cylinder power plant, capable of producing 110 horsepower. Independent suspension was installed to soften the ride while improving performance and handling characteristics. A four-speed manual transmission was similar to the one used prior to the onset of the war.
The history of the Alfa Romeo 6C 2500 automobiles are extensive. The various designs and body-styles matched with their mechanical capabilities make these one of the finest Alfa Romeos ever produced.
By Daniel Vaughan | Oct 2006
The engine in the 1927 Alfa Romeo 6C 1500 was the basis for a series of engines that would eventually define the marque as one of the great manufacturers of the pre-war era. The Vittorio Jano designed engine was expanded to 1752cc and became the 6C 1750 which, in various bodystyles and tune, would become the backbone of Alfa Romeo production from 1929 to 1933. Two additional cylinders were later added, becoming the 8C 2300 and ultimately the 8C 2900.
In 1934, Jano introduced a new generation of Alfa Romeo engines, the dual overhead camshaft 6C 2300. The unit had a bore that measured 70mm and a stroke of 100mm. The long stroke gave the engine high torque for drivability. It was given hallow camshafts for superior lubrication resulting in better reliability. There was an improved light alloy cylinder head with chain-driven camshafts. Also adding to the reliability were the seven main bearings, single-piece block and head castings, plus a dual-level sump that acted as an oil cooler.
In 1939, the bore was increased to 72mm, resulting in the 6C 2500 with 2,443cc displacement. This engine was mounted in brilliant chassis's that were a reflection of the company's history in Grand Prix competition. At both the front and rear were an independent suspension with parallel trailing arms at the front and swing axles at the rear. Coil springs could be found in the front and torsion bars in the back.
Most of the 6C models were given custom coachwork.
By Daniel Vaughan | Jan 2009
In 1934, Jano introduced a new generation of Alfa Romeo engines, the dual overhead camshaft 6C 2300. The unit had a bore that measured 70mm and a stroke of 100mm. The long stroke gave the engine high torque for drivability. It was given hallow camshafts for superior lubrication resulting in better reliability. There was an improved light alloy cylinder head with chain-driven camshafts. Also adding to the reliability were the seven main bearings, single-piece block and head castings, plus a dual-level sump that acted as an oil cooler.
In 1939, the bore was increased to 72mm, resulting in the 6C 2500 with 2,443cc displacement. This engine was mounted in brilliant chassis's that were a reflection of the company's history in Grand Prix competition. At both the front and rear were an independent suspension with parallel trailing arms at the front and swing axles at the rear. Coil springs could be found in the front and torsion bars in the back.
Most of the 6C models were given custom coachwork.
By Daniel Vaughan | Jan 2009
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