Alfa Romeo

Contact us when you are serious about buying or selling a fine Alfa Romeo Motor Car.

We typically handle the following Alfa Romeos'

Pre-War: 6C & 8C.

1900: Sprint, Super Sprint & Super Sprint Zagato.

Giulietta: Sprint Speciale, Sprint Zagato I & II.

2600: Sprint Zagato.

Giulia: GTA, GTC, Junior Zagato, Montreal, TZ1.

Tipo 33: Stradale.

We buy, sell, broker, locate, consign and appraise exceptional classic, sports and collector Alfa Romeos'

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Alfa Romeo;

Surprisely the history of Alfa Romeo starts in France. Car-manufacturer Alexandre Darracq putted up a factory in Portello near by Milan. In this factory cars with one or two cylinder engines were build from parts imported from Paris. This project was not that succesfull as Alexandre Darracq hoped for and in 1909 he sold his factory to the Italian Anonima Lombarda Fabbrica Automobili, shortly A.L.F.A.

In 1915 Nicola Romeo, a very skilfull engineer and keen on autosport became the head of this fabbrica and the name of this firm became Alfa Romeo. The early four-cylinder engines were replaced by six- and eight-cylinder engines from Merosi and Jano. Later on engines with double overhead camshafts and a compressor were used. Examples are the 3-litre 8-cylinder Tipo B, the Bimotore with two 8-cylinder engines and a 4.5-litre V12.

There are many who feel that Alfa-Romeo produced the greatest racing cars of all time. This claim is contested by the Alfa Romeo addicts, but a glance at the racing records easily clarifies the issue. Although the Alfa Romeo machines have won more races of all types, Alfa-Romeo, until the time the company retired from competition, established a record of victories in international Grand Prix racing that still stands above Alfa Romeo. In third place is Mercedes.

The important racing history of the Alfa-Romeo cars begins in 1924. A year earlier the firm had hired Vittorio Jano as chief designer. He was given one basic objective - to build a prize-winning machine. This is a job that sometimes takes many years of development, but in 1924 Jano's P2 Alfa won the world championship.

From that time on Alfa-Romeo became a name to be reckoned with. In 1929 Jano introduced a supercharged sports-racing car with an engine displacement of only 1750 cc. Three of these tiny speedsters with their classic Zagato bodies tackled the best machines that Europe could offer in the 1930 Tourist Trophy race.

In a teeming rain the Italian drivers, Nuvolari, Campari, and Varzi chauffered their way through slippery turns that left the huge Bentleys and Mercedes spinning helplessly. When the final flag fell, the Alfas came by in the first three places. This feat made Alfa-Romeo a serious threat in the sports-car field.

But as Grand Prix racing became more specialized, the old P2 could no longer stay with the new Alfa Romeos and Mercedes. Jano went back to his drawing board and by 1932 he produced one of the most famous racing cars ever built. It was the P3 Alfa-Romeo.

Alfa’s P3 was the first monoposto Grand Prix-car. This car made its first appearance in 1932. The P3 was a very beautifull racecar and a born winner in which great drivers like Nuvolari scored many victories.

The experience gathered with all races and triumphs were used into the development of production- models like the 1932 two-seats Spyder with 2300cc 8-cylinder engine. Thanx to Alfa we have the so much misused word - Gran Turismo - used for the 6-cylinder sportscar with long wheelbase.

For three years this invincible car stood for Italian dominance on the race track. Just as Adolf Hitler had backed Mercedes and AutoUnion, the Italian dictator, Benito Mussolini poured the funds of his Fascist state into the Alfa-Romeo factory.

Both dictators wanted prestige in the sporting world, but by 1935 the Nazis pulled ahead. Not until the flames of World War II were extinguished did Alfa-Romeo triumph again, but 1935 provided one final thrill.

At the Nürburg Ring race in Germany, Tazio Nuvolari wheeled his outmoded P3 Alfa into the starting line. Next to him were the shining silver cars of Auto-Union and Mercedes-Benz, each one faster than his Alfa. But even in 1935 the name of Nuvolari was a legend. Any car with the fiery Mantuan in the driver's seat was a potential winner.

It was Nuvolari who practically established modern road racing techniques. He was one of the first to deliberately use the full four-wheel drift as a method of navigating tight corners, and in his hands a car seemed to take on his own flashing temperament.

When the race started, the old P3 Alfa was lost among the thundering German machines, but Nuvolari's split-second timing on the turns took him past one car after another. By the tenth lap the Mantuan was leading, but a disastrous pit stop put him back to fifth place.

The gasoline pump in the pits had broken down and the Alfa had to be refueled by pouring the gas directly from the cans. Over two minutes were lost, and when Nuvolari pulled out on the fourteen-mile course it was as though he had a brand new race to run.

But now the Italian master's skill at sliding a car through corners began to be demonstrated. He whipped his Alfa precisely through the 180 turns on the Nürnburg Ring track, and lap after lap brought him closer to the front-running car. It was a Mercedes with Von Brauchitsch driving a confident race.

Suddenly his pit chief flashed him a signal warning of the approaching Nuvolari. Von Brauchitsch opened the Mercedes to the limit but the cagy Nuvolari, still slicing seconds from his lap time, came nearer and nearer.

The German slammed his car through turn after turn, stripping rubber from the tires, but Nuvolari's precise driving sent the Alfa around the corners even faster and. smoother. He knew that there were not enough laps left for him to catch the swift Mercedes, but he calculated that relentless pressure would force Von Brauchitsch to drive beyond the limits of his Mercedes.

During the final lap the German driver, now taking the Mercedes through the turns in wide screaming slides, finally stripped a rear tire. Nuvolari roared past in the old Alfa P3 and won. The contest proved that speed alone does not win races. Give a fine driver a car that will handle precisely and he will pass faster but clumsier machines.

This race was the last fling of the pre-war Alfa-Romeos but shortly after World War II a successor to the P3 Alfa appeared. This was the 158 Alfa and it immediately proceeded to win everything in sight. In 1947 and 1948, 158's won almost every major event, and in many races monopolized the first four places.

In 1938 already, Enzo Ferrari instructed the highly gifted technician Gioacchino Colombo to design the Tipo 158 Alfetta Grand Prix-car. After World War II this car showed up again and dominated the 1947 Grand Prix-season and With an updated version of the Tipo 158 Guiseppe Farina won the first world championchip in 1950.

The only other Grand Prix-winner that season was Juan-Manuel Fangio also driving a Tipo 158 with an 8-cylinder 1.5 litre engine with two Roots-compressors. The Tipo 158 was described as old but invincible! In the following year Fangio could keep the Formula 1-title for Alfa Romeo, but it was clear that a new period was born.

Although the pre-war race- and productioncars with single (SOHC) or double overheaded camshafts (DOHC)-engines designed by Jano and with bodies designed by Zagato and Touring were fantastic and exciting, people asked for cheaper and more reachable cars.

By 1949 the firm decided to retire from racing and concentrate on consumer models. They returned to competition in 1950, raced through 1951 with the 159 Alfa and retired again.

By 1960 there had not been another official Alfa-Romeo team fielded, and Alfa had not produced another Grand Prix car. But the Milan factory has turned out some of the finest sports and touring cars in the world. The Guilietta and Veloce models dominate their class in sports-car racing in much the same fashion as the old 1750 cc. did in years past.

Throughout the history of the Alfa-Romeo firm there has always been a close relationship between the racing cars and the production models. The only major differences were in the bodies. Engines remained practically the same, with road models slightly detuned for low-speed performance.

Even today, the little Giulietta with its 1300 cc. engine needs only a few adjustments to turn it into a racing car. The field of conquest for the Alfa-Romeo is much more modest these days.

In 1947 already the 6C 2500 Freccia d’Oro made its appearance. This car was a coupe with 5 seats and column mounted gearchange. In 1950 introduced Alfa her first 4-cylinder engine within 25 years: the 1900 Berlina.

Coupé-versions called Super and Sprint followed soon, just as racing-version called Disco Volante in 1952. This car with a subversive designed body by Touring in Milan did not reach production, but a more conventional race-version of the Disco Volante with a 3.0 litre 6-cylinder-engine captured a second place in the Mille Miglia from 1953 and won the Grand Prix from Merano.

In 1954 Alfa Romeo introduced the Giulietta, a concept reachable for the big public. This car had a 1300cc 4-cylinder-engine with double overhead camshafts and perfectly combined performance with low costs. It was delivered as coupé with two doors or saloon with four doors. Later on versions followed with coachwork by Pininfarina, Zagato and Bertone.

In the period 1950 till 1955 the Italian car-production grew very fast and of course the Giulietta joined responsibility. This car and its versions were responsible for the growth Alfa Romeo knew for 8 years. In 1962 a bigger Giulia was presented. This car was equipped with a 1570cc engine, a five-speed gearbox and disc brakes on all wheels.

The 1900 Super was build till 1956 and replaced by the bigger and more luxurious 2000 in 1958 which in 1962 appeared with a 2.6 litre engine. All these types were deliverable with different kind of bodies and engines and they became very popular because of their outstanding performance and handling.

The following year the build of a new factory was started in Arese near by Milan. This new factory replaced the one in Portello which had become too small. In the new factory the Tipo 33 racesportscar was developed. This Tipo 33 had a 2.0 litre midplaced V-8 engine with DOHC.

In 1971 the 3.0 litre version of the 33 won the Targa Florio, the 1000 km-race of Brands Hatch and the 6-hours race of Watkins Glen. And although the 33 was not without problems this car was the concept of perfect racesportcars as real Alfa Romeo traditions propagate.

At the international car-exhibition of Montreal in 1967 the Montreal designed by Bertone made its first appearance. It made use of a 2.6 litre V-8 engine developed from the 2.0 litre version, with fuelinjection and a five-speed gearbox.

The Montreal was build on the same chassis as the Giulia 1600 coupé and had the same stiff rear axle and its disc brakes on all wheels. This car got a outstanding reputation and became the pride of Alfa Romeo. In the period 1970 till 1975 3925 Montreals were build.

In 1966 on the Salon the Genève Alfa Romeo introduced the 1600 Spider Duetto. This concept should be deliverable for almost 25 years.

In 1968 the Giulia with an 1779cc engine made its appearance and at the same time the Italian government had persuaded Alfa Romeo to build a new factory near by Naples on behalf of employment in the poor south. This new factory was opened in 1971 at the same time with the presentation of the Alfasud.

This totally new developed car had a 1186cc boxerengine with SOHC, a four-speed gearbox, frontwheeldrive and McPherson frontsuspension. The design of Hruschka and Giugiaro was highly praised because of the outstanding road-handling, thanks to wide track of the car and the great balanced rearaxle.

Disc brakes on 4 wheels and a 63bph engine encouraged to a lively and sportive way of driving. Marketing technical speeking the Alfasud was a winner and with faster versions Alfa Romeo took care that this car was an unbeatable offer in the sportive and compact marketsection.

In 1971 the 1750cc engine was upgraded to 1962cc and one year later the name Alfetta was reborn. Now it was used for a saloon with a 1779cc 4-cylinder engine, a De Dion-rearaxle and a next to the diff placed 5-speed gearbox, just like the Grand Prix-car of 1951.

Because of the concept engine frontside and the remaining components like gearbox and so on placed at the rearaxle the Alfetta had a very balanced and sportive handling when driving! Later on versions with the economical 1.6 litre Giulia engine and 1.6, 1.8 and 2.0 litre G.T.’s were added to the deliveryprogram.

In 1981 the Alfasud got a fifth door. In 1984 the Sud was replaced by the Alfa Romeo 33. This car also got boxer-engines with 1351cc, 1490cc or 1712cc and was continuing a great succes.

In 1984 Alfa introduced the Alfa 90 which replaced the Alfa 6. For this great car can be chosen from a 2.0 litre 4-cylinder, a 2.0 litre V-6, a 2.5 litre V-6 or a 2.0 litre VM-dieselengine.

In 1986 after more than 20 years the name Giulietta disappeared with the arrival of the Alfa Romeo 75, called Milano in the USA. The name 75 was given because of the 75 year jubilee of Alfa Romeo.

The chassis with the rearplaced gearbox and the De Dion rearaxle was kept and the 75 could be equipped with engines from 1779cc till 2959cc with 190bph. From 1988 on a 1570cc engine is also delivered for the Alfa 75.

In 1987 Alfa Romeo is incorporated by the Fiatgroup and will represent the sportive part in the concern, where Lancia stands for luxurious cars and Fiat for the mainstream cars.

In 1988 Alfa Romeo introduced the 164 with frontwheeldrive as the topmodel. Also re-introduced the twinspark-system on the 1962cc engine. This double ignition was already used in 1923 by Alfa and later on the GTA and the GTAm had such a system.

In 1990 the 164 Quadrifolglio was presented to the world with a 200 bph 3.0litre V-6 engine and in 1994 this engine got a 24 valve-head so the engine could give a maximum output of 230bph.

In 1989 during the Salon the Genève Alfa Romeo amazed the world with the presentation of the SZ, also called ES30 or The Beast. There should only be build a 1000 of this brutal car. The SZ was based on the 75 and had a 3.0 litre tuned V-6 engine. In 1994 the RZ, a cabriolet based on the SZ was introduced.

After a long time a new GTV is born in 1994, shown at Salon de Paris. The open version of this GTV is called Spider and replaces the former Spider.

In 1997 the 155 was replaced by the 156, a beautifull design from Alfa’s own Centro Stile with retro styling characteristics. It became car of the year 1998. End of 1999 a sportswagon of the Alfa 156 will be ready for production and here another tradition will be picked up where the production of the 33 Sportswagon was stopped.

In 1998 is Alfa back in the upperclass of cars with the 166, also developed in Alfa’s Centro Stile by Walter da Silva. This car is the succesor of the 164 which production already was stopped in 1997. The 166 is a beautifull, slim lined and sportive limousine with great highpowered straight-four and V-6's engines.

In 2000 Alfa Romeo amazed the world again with introducing the 156 Sportswagon, a very beautifull and very handy car. Here Alfa Romeo picks up a short history of creating sportwagons, like the 33 in the eighties. Coming a 3 years later than the original 156 this car should do it very well in the lease-concept which should be leased by 156-owners and new-comers ending their one lease contract and starting an other.

In november 2000 the 147 was introduced. The 147 is the successor of the 145 / 146-range. With this car Alfa Romeo will start in the upper-middle class.

VIA THEMA

We buy, sell, broker, locate, consign and appraise exceptional classic, sports and collector automobiles.

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