1929 Alfa Romeo 6C 1750

The 1922 French Grand Prix at Strasburg and the Italian GP at Monza were both won by the new Fiat Tipo 804, with the design courtesy of Tranquillo Zerbi. The Fiat racing department included many of the era's greatest innovators who were actively recruited by other teams to help with their racing programs. One of them was Vincenzo Bertarione who crossed the English Channel to design the 1923 Sunbeam which then won the French Grand Prix at Tours. Another Fiat team member left Turin near the close of 1923, but his journey was much shorter, traveling to Milan to join Alfa Romeo. His name was Vittorio Jano and he would become one of the greatest and influential of all Italian automotive engineers of all time. He had been persuaded to leave FIAT's racing department for Alfa Romeo by a man named Enzo Ferrari.

Vittorio Jano was tasked by Alfa Romeo with designing a new Grand Prix car to replace the P1 created by Giuseppe Merosi. The P1 had appeared only in practice at Monza for the Italian Grand Prix in 1923, where Fiat won convincingly. The result of Janos' work was called the P2 that participated successfully in 2-Liter Formula and Formula Libre events, and in a modified form, until the end of 1930. The P2 was powered by a straight-eight engine that was designed to accept a supercharger. It won both the French and Italian Grand Prix in 1924, and the following year at the French Grand Prix, Antonio Ascari (father of Alberto - the 1952 and 1953 World Champion) was killed while driving a P2. The other cars were withdrawn but they won their other two main Grand Prix races that year at Spa and Monza. The P2 became obsolete for Grand Prix use in 1926 when regulations changes dictated a lower maximum displacement.

Along with designing the P2, Jano designed a new straight six-cylinder OHC engine for the road, replacing the Merosi-designed RL and RM models. Merosi's L-head 6- and 4-cylinder cars were powerful but dated, and Alfa Romeo's growing reputation needed a road-going car to complement their competition prowess. Jano's clean-sheet 6C 1500 quickly set new standards for lightweight high-performance motorcars.

The 1,487cc inline six-cylinder engine was based on the P2's straight eight and delivered 44 horsepower in single-overhead-camshaft Normale form. The iron cylinder block and head were each single piece castings, and the block was mated to a light alloy crankcase. The Normale and Sport received a single carburetor with the former having a 6.75:1 compression ratio while the latter used a 6.0:1 ratio. The Super Sport used a single carburetor when equipped with a supercharged and a twin-choke carburetor setup in naturally aspirated guise.

The Tipo 6C 1500 was presented in bare chassis near the end of 1925 at various European Motor Shows. Production of the '6C' lasted from 1927 through 1954 in various configurations, with the name referencing the car's straight-six engine. Coachwork was provided by numerous coachbuilders including Touring Superleggera, Castagna, Zagato, James Young, and Pinin Farina. An Alfa Romeo-factory built body, constructed in Portello, began in 1933.

The Tipo 6C 1500 was based on the P2 Grand Prix car and used a steel frame suspended by a conventional suspension setup consisting of live axles and semi-elliptic leaf springs. Special alloys were used resulting in many of the parts being far lighter than similar parts used previously and by other makers of the time. The wheelbase was 2.92m (2900MM) for the Sport and Super Sport versions and a larger 3.10m (3100mm) platform for cars fitted with more formal bodywork.

The engine came in three main forms, the single OHC (Normale), twin OHC (Sport) and twin OHC with a blower (Super Sport). The addition of the blower required the engine to be placed back in the frame to allow for the blower to be driven off the nose of the crankshaft. The twin-cam version was usually fitted with a detachable head, while the Normale had the cylinder block and head in one unit. Some of the Super Sports (the Mille Miglia Speciale) had the block and head in one unit called 'testa fissa'. All types had five main bearings (except for a very few later testa fissa engines that had eight) and the overhead camshafts were driven via a vertical shaft at the rear of the block. Water pump and dynamo were also driven off the rear of the crankshaft via a set of cross-shaft gears. The cylinder head featured Jano's unique valve adjusting arrangement using a special tool.

Production of the Normale version began in 1927 and most of the coachwork was formal. The Sport version often received open bodywork but more usually 'cabriolet' or 'drophead coupe' rather than 'spider.' The Alfa Romeo factory race cars used, almost exclusively, the Super Sport with the Testa Fissa engines. These cars had the fuel tank positioned directly behind the driver, and along with a revised engine position, resulted in optimal weight distribution and exceptional handling. These cars were successful during 1927, mostly in local Italian events including hillclimbs, and in 1928, Campari and Ramponi won the second Mille Miglia in a Super Sport. Various successes around Europe soon followed.

The Alfa Romeo 6C 1750

In 1929, the engine displacement increased to 1,752cc with a bore and stroke of 65x88mm, resulting in a new name, the 6C 17500. The chassis length remained 2.92m (115-inches) and 3.10m (122-inch) for the Turismo, Sport and Gran Turismo, while the Super Sport (SS) version rested on a new platform of 2.745m (108.1-inches). The standard model used a single overhead camshaft engine, while the Super Sport and Gran Sport versions had a double overhead camshaft design, with or without a supercharger.

The 6C 1750 was produced in six series between 1929 and 1933. Most examples were sold as a rolling chassis and clothed by Zagato and Touring Superleggera, among others. Three examples were bodied by James Young. The Super Sport versions had their engine placed back, as on the 6C1500 Super Sport, to aid in the addition of a supercharger. A few of the works SS racing cars had Testa Fissa engines that were disguised by tack welding fake head stud nuts on to the top of the engine. These rare engines had a larger bore and delivered 64 horsepower for the naturally aspirated versions while the blown examples delivered 85 horsepower.

Factory Works 6C1750 race cars won the Mille Miglia in 1929 and 1930 and won the up to 2-litre class in many sports car races across Europe in the following years including the class at Le Mans in 1930 and 1932. They were so successful that they won nearly every major racing event in which they were entered.

The 6C 1750 was popular and successful with gentleman drivers, and no fewer than 26 examples competed in the 1929 Mille Miglia, of which 25 finished, six among the first ten. The race was won, for the second consecutive year, by Giuseppe Campari and Giulio Ramponi driving a 6C 1750 SS. Other high-profile victories and accolades include the 24 Hours of Spa Francorchamps, Grand Prix of Ireland, and the 12 Hours of San Sebastian - all in 1929 - plus the 24 Hours of Spa Francorchamps and RAC Tourist Trophy in 1930.

Changes were made throughout the production lifespan with the designation continuing up to the 6th Series in 1933 which included a 6C1900 (68mm x 88mm). During this time, Alfa Romeo introduced the 8C2300 in 1931, and was initially intended solely for competition. The company eventually relented, and cars were sold up to and including 1934 when the successor to the 6C1700 was introduced - the 6C2300. This new model had chain-driven overhead camshafts - a first for Alfa Romeo. The 6C2300B introduced Alfa to another 'first' with the use of all round independent suspension.

Alfa Romeo produced over one thousand 6C 1500s and approximately 2,635 examples of the 6C1750 between 1929 and 1933. Considering these were hand-assembled cars wearing coachbuilt bodies, the production numbers are monumental.

by Dan Vaughan

Spyder by Zagato

Before the Second World War, Alfa Romeo won more races than any other marque, including Bugatti and Mercedes-Benz. This Alfa Romeo is one of nine Zagato Spider Mille Miglia models built on the 6C1750 Super Sport third series chassis in 1929. One of the rare Alfa Romeo factory team cars, it was entered in the 1929 Mille Miglia and is believed to be the winner that year driven by Campari and Ramponi. It was originally owned by the famous 1930s gentleman driver Enrico Wax from Geneva.

Spyder

These supercharged roadsters handily won road races throughout Europe in the late 1920s and early 1930s. Known for their speed and reliability, they were usually victorious in their displacement class. Remarkable power was efficiently produced form a 1750cc engine.

by Simeone Museum

Spyder by Touring
Chassis number: 0312901
Engine number: 0312901

Vittorio Jano joined Alfa Romeo in 1923. His first creation at Alfa was the P2, which enjoyed much success on the Grand Prix circuits, and was largely based on Jano's experience with Fiat's Tipo 805 Grand Prix car of 1923.

The Alfa Romeo P2 was followed by a line of passenger cars to succeed the Giuseppe Merosi-designed RL and RM. Merosi's L-head 6- and 4-cylinder cars - by this point in history - had become dated and required a replacement. Jano responded with a 1.5-Litre six-cylinder that set new standards for lightweight high-performance motorcars, the 6C 1500. The iron cylinder block and head were each single piece castings. The block is mated to a light alloy crankcase. It was initially a single camshaft design; Jano added a twin-cam head, designated 'Sport', and used for performance applications. A shaft and bevel gear drive was used for the 6C's cams. In its basic 'Sport' configuration, the 6C 1500 produced 54 horsepower at 4500 RPM. The series eventually grew to 1900 CC and power - with the help of a supercharger - rose to over 85 horsepower.

The chassis was lightweight and low-to-the-ground. It was given a semi-elliptical spring setup that passed through the front axle. The 6C 1500 in its naturally aspirated and supercharged versions would go on to claim numerous victories over much larger and more powerful machinery. Among the successful 6C 1500 pilots was Enzo Ferrari who, at the time, was employed by Alfa.

In 1929, Jano's 6C was increased in displacement to 1752cc by increasing both bore and stroke from 62mm x 82mm to 65mm x 88mm.

This 1929 Alfa Romeo 6C 1750 SS 'Super Sport' Two Seater wears coachwork by Touring. It is a 3rd Series 1750 SS that spent over a half-of-century in the Southern Hemisphere where it resided in South Africa in the care of enthusiast Hugh Gearing. Its early years included competition in Italy and South Africa.

In the late 1930s, it was sold to a U.K. resident and received the coachwork that it wears today.

In the post-War era, the car was purchased by Hugh Gearing. Gearing continued its racing career, and on one occasion, it was loaned to Juan Manual Fangio to drive at a South African event.

The car has fully valanced front fenders and opening hood vents. Many of the mechanical components are original. The supercharger, however, has been replaced with another correct early version.

In the late 1930s, it was sold to a U.K. resident and received the coachwork that it wears today.

In the post-War era, the car was purchased by Hugh Gearing. Mr. Gearing continued its racing career, and on one occasion, it was loaned to Juan Manual Fangio to drive at a South African event. In November of 2012, it was acquired by its current caretaker who submitted it to Automotive Restorations, Inc. of Stratford, Connecticut for a complete and accurate mechanical restoration. Specialists from David L. George Historic Motorcars of Cochranville, Pennsylvania, were commissioned to execute the rebuild of the supercharger.

The car was shown in 2015 at The Elegance at Hershey Concours where it was crowned the 'Most Elegant Sports and Racing Car' in attendance. In September 2017, this stunning 6C 1750 was awarded 'Best in Class' in the 'Pre-World War II Coachbuilt' category at the Lime Rock Park Historic Concours. Later that same month, the Alfa again proved an award-winning entrant when it was anointed with 'Best in Italian Class' honors at the Boston Cup.

The car is currently finished with a black exterior over a cognac leather interior and rides on matching black wire wheels. It is one of 121 Super Sport examples produced and is powered by a numbers-matching 1.75-liter, straight six-cylinder supercharged engine paired to a four-speed manual gearbox of the period. The engine features a later-series Memini carburetor and although these items (carburetor and gearbox) are of a later series, they are believed to have been common, early improvements were were already present on the car when Gearing acquired it.

by Dan Vaughan

Turismo Drophead Coupe by James Young
Chassis number: 0412061
Engine number: 0412294

In 1929, Alfa Romeo sent this chassis and single-camshaft engine to coachbuilder James Young, Ltd, of Bromley, Kent. It had job order number 2074 and was given a drophead coupe body. The first owner of this completed vehicle took possession of the car on February 27th, 1930. The car was registered for road use and issued UK plates, GC 7266 which it still wears today.

Between 1930 and the late 1960s, little is known about the vehicle's ownership history. It did remain in England and it appears to have been well cared for. In 1968, it was acquired by McEwen & Bell of Derbyshire who sold it to D.G.T. Russell of Northampton in 1970. It was sold two years later to William David Black, who retained the car until 1986. It was acquired by Usui Benzo at that time and exported to Japan, leaving the United Kingdom.

The car has gray paintwork and a burgundy interior which is believed to be original. There is a dark gray top that is easy to raise and lower.

At some point, while the car was in Mr. Black's care, the original single-camshaft engine was replaced with a correct-type dual-camshaft unit. The replacement Turismo engine was sourced from a 6C 1750 third series example from 1930. This switch gave the engine a four horsepower boost and a broader torque range. There is a three-speed manual gearbox and four-wheel drum brakes.

In 2009, This Alfa-Romeo was offered for sale by Gooding & Company at their Pebble Beach auction. The lot was estimated to sell for $300,000 - $400,000 and offered without reserve. As bidding came to a close, the lot had been sold for the sum of $143,000, inclusive of buyer's premium.

by Dan Vaughan

Spyder by Carrozzeria Sport SA

This car was sold new on June 27, 1929, to Dr. Massimo Brigatti. One of only five Sport-bodied Afas, this is the earliest and also the oldest 1750 in the United States. It was purchased by Ralph Stein in 1936, and featured in all of his books. Mr. Lewis purchased the car in 2000, and it has undergone an extensive two-year restoration to its original glory.

This particular model was #3 in a series. The Spyder body was by Carrozzeria Sport SA of Milano, Italy. The car is one of only 64 produced without a blower and is the oldest unit in the United States.

The car was owned and raced by New York columnist and author Ralph Stein. He raced in early road races and hill climbs in the US.

Spyder by Zagato

This car spent its pre-WWII years in Italy and after the conflict was used in England for brake lining testing by Lockheed. It was subsequently returned to Italy in the possession of the late Roy Slater, who resided near Milan and was the co-author with Luigi Fusi of the well-known reference book '6C 1750 Alfa Romeo'. the current owner acquired the car in 1986 in very original condition and had it restored, after which he participated in the 1987 Mille Miglia Historica as well as other motor events.

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 engine's cubic-centimeter displacement size.

The engine was a version of Vittorio Jano designed a 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 a 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 wartime. 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 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 lightweight, bodies were capable of speeds in excess of 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 this one of the finest Alfa Romeos ever produced.

by Dan Vaughan