1934 Alfa Romeo 6C 2300

Monza Roadster
Chassis number: 700.571
Engine number: 700.571

This car was originally a 6C 2300 Pescara. Over the years, the original bodywork was lost. The rolling chassis remained, complete with the matching frame, engine and gearbox.

Roger Bussy of Paris, France took ownership of the car on February 15th of 1949. Years later, it was sold to Mr. R. Williams of Australia and finally to Augustine Banko. The current owner purchased the car from Mr. Banko and subsequently commissioned a restoration with the purpose of vintage racing. When purchased, the car had been modified to the exact speciation's of an 8C Monza. The restoration work was undertaken between 2004 and 2008.

A Roots-type supercharger was added to the engine and synchromesh added on two gears. There is a right-side accelerator and hydraulic brakes.

In 2010, this vehicle was offered for sale at the Pebble Beach Auction presented by Gooding & Company. The car was estimated to sell for $475,000 - $550,000. It would leave the auction unsold.

by Dan Vaughan

Pescara Spider by Zagato
Chassis number: 700321
Engine number: 700321

In the latter-part of the 1920s and well into the 1930s, Alfa Romeo would come to dominate motor racing. The man that would author the ascension to indomitability would be Vittorio Jano. For more than a decade, Jano would fashion sports cars that continue to live on to this very day in automotive legend.

The next in that line of dominance would be the 6C 2300. First introduced in 1934 at the Milan Salone, the 2300 would be a step-up in development from its family ancestors. Aluminum-alloy cylinder heads and a cast crankshaft would be the foundation of the car that would be given to Scuderia Ferrari to carry on Alfa's reign.

In the model's first-ever race three out of four would finish with one finishing second and the others coming home in fourth and fifth. However, in August of '34, at the 24 Ore di Pescara, three would finish the race 1st, 2nd and 3rd. This was an impressive performance, especially given Tazio Nuvolari and Guy Moll were among the competition driving 8C 2300s.

Jacques de Rham was one of those young sons of noblemen that wasn't content with sitting in the back. Passionate about motorcycles and automobiles, the Swiss nobleman's son would use his affluence to start his own racing team known as 'Scuderia Maremmana'.

De Rham would have an impressive stable of automobiles that he wasn't afraid to lend to other drivers to use. A couple of those that would have some success using De Rham's automobiles would be Clemente Biondetti and Toulo de Graffenried.

Jacques would purchase a couple of the 6C 2300s. At the time, the cars were completed with bodies designed by Touring. Competing in hill climbs and other events, de Rham would quickly come to realize the Touring bodies were just a little too heavy to enable the car to be as competitive as possible. As a result, Jacques would turn to Zagato of Milan.

Zagato had a body style ideally-suited for the Alfa. Known as the Siluro, this design featured a rather bulbous look, but it was considered very aerodynamic in its day. What's more, because the body was made from aluminum, the car would end up weighing more than 600 pounds lighter than before making it much more competitive.

The updates from Zagato would be helpful as one of de Rham's 6C 2300s would end up scoring a class victory in the Grand Prix de Provence et de Marseille.

Sadly, neither of the two examples of the 6C 2300 ordered by de Rham are known to exist. However, a passionate Alfa Romeo collector has ensured de Rham's legacy doesn't just live on in the pages of some book.

Taking more than four years to complete, a 1934 Alfa Romeo 6C 2300 GT with a Zagato Siluro body would be constructed by hand, with nearly every single detail built from scratch from scale drawings and historic photographs.

Interestingly, the project would begin with a 6C 2300 GT Pescara Berlina 7th Series coachwork fashioned by Touring. Dino Cognolato would then take on the task of dismantling the body and fashioning a Siluro body in the style of Zagato.

The chassis would also have a matching number engine that would produce more than 100hp after some overhauling and testing. The end result would be so well received the car would end up being invited by Zagato to a special gathering. At that gathering, 700321 would be presented with an official certification of authenticity by Zagato officials. The whole scene would be made complete by the fact the certification ceremony would be conducted at Alfa Romeo's old test track Arese.

Though not one of the original chassis ordered by de Rham, Zagato has declared it nearly impossible to tell the short-comings of this particular chassis. Accompanied by an immense amount of photographs, documentation and complete with Zagato's declaration of authenticity, 700321 reflects a lost period of Alfa Romeo domination, and therefore is worthy of great consideration.

Part of Bonham's 2015 Quail Lodge auction, the recreation of the lost Zagato 1934 Alfa Romeo 6C 2300 Pescara Spider would be well-received garnering a final sale price of $473,000 which is inclusive of buyer's premium.

by Jeremy McMullen

The 2.3-liter version of Vittorio Jano's engine was a continuation of excellence and perfection. The 1500 was the first increment, and it truly created recognition for the Italian based manufacturer. The 1750 and 1900 soon followed, then came the 2300 which offered just over 70 horsepower initially. Its construction was very similar to its predecessors, utilizing two overhead camshafts actuating two valves for each cylinder. It was formed using a cast-iron block and light-alloy head and mated to a four-speed gearbox with drum brakes on all four corners.

The first car to house the 2300 engine was the 63 2300 which made its inaugural debut at the 1934 Milan Motorshow. The body was courtesy of Castagna in four-door saloon configuration. A short-wheelbase Gran Turismo version soon followed, as did a higher compression version of the engine offering nearly 100 horsepower. These sporty versions were called the Pescara model and only sixty examples would ever be produced. The long wheelbase versions were called the Turismo's, the shorter Gran Turismos were known as the Pescara's. Within a few years, they would simply be known as the SWB and LWB for 'short' and 'long' wheelbase respectively.

Time brings about improvement, and very little time transpired before a 'B' version was introduced. In 1935 the 6C 2300B was introduced which brought new changes to the suspension and chassis, and mild improvements to the already potent powerplant. The suspension was independent in both the front and rear with swing axles in the rear and wishbones in the front.

In 1937 a Pescara emerged from the Mille Miglia with a class victory; in its honor the Pescara's name was changed to MM.

Production of the 2300 continued until 1939 when it was replaced by the 6C 2500 which would remain in production, except during war time, until 1952.

by Dan Vaughan

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