War and recovery
Passion
Logo 1946/1972
Following the fall of the monarchy and the proclamation of the Italian Republic, the Savoy dynasty knots are replaced by two wavy lines. The diameter of the logo is 54 mm. From 1950 it is made in enameled brass.
Alfa Romeo as a success symbol. In other words, Alfa with show-business personalities behind the wheel. The “Freccia d’Oro” (Golden Arrow) sport model is a great success and the glamour of the Milanese cars knows no bounds. Customers include King Farouk of Egypt, Alì Khan, Rita Hayworth, Tyrone Power, and Prince Ranier of Monaco. In Bari in 1950 Totò is given a “2500” saloon, while Rita Hayworth chooses a 2500.
The proud. Thrilling styling and unbeatable class. The 6C 2500 Super Sport Villa d’Este wins the car design style contest of the same name in 1949.
Alfa racing and the 3 ‘F’s (Farina, Fangio, Fagioli)
A legend called Alfetta. World champion in 1950 and in 1951. Manuel Fangio, winner of another four World Championships with other brands, declares: ‘The Alfetta is the best racing car I have ever driven’.
The Cars
The 158 (Alfetta)
- YEAR OF PRODUCTION: 1938 – 1940, 1947 – 1950
- ENGINE: 8 cylinders in line, two-piece engine block in light alloy
- ENGINE CAPACITY: 1479 cc
- POWER OUTPUT: 195 bhp at 7200 rpm (1938), 225 bhp at 7500 rpm (1939), 425 (1951).
- TOP SPEED: 232 Km/hr (1938), 270 Km/hr (1947-48), 290 Km/hr (1950), 305 Km/hr (1951, the 159)
Beautiful and unbeatable. A single-seater designed by Gioacchino Colombo in the spring of 1937, at the request of Enzo Ferrari. The 158 – affectionately called the “Alfetta” by enthusiasts – preserves the traditional Alfa Romeo engine setup and arrangement of mechanical assemblies on the chassis. The main innovations introduced on the model are the use of two sliding supports for the transversal leaf springs, one at the front and one at the back, and the addition of a device to lower the car’s axle and thus its center of gravity. Compared with larger cars, with engine capacities above 4500 cc, the 158 with its 1500 cc seems like a “small car”, albeit with a slender and elegant style. Its agility however was to make it more than a match for the “giants” of the time. The 158 makes its debut at Livorno in 1938, winning 1st, 2nd and 7th places, and then claiming first place, from 1939 to 1940, at the Coppa Acerbo, Coppa Ciano and at the Tripoli Grand Prix. In 1946, at the end of the war, the 158 starts racing again successfully, until in 1950 it wins the World Formula 1 title. In 1950 the Alfetta changes its name to the 159, with a few modifications: the suspension now has a De Dion rear axle, the chassis has added tubular elements and a more powerful engine. In 1951 it wins the World Championship for the second time.
The long life of the Alfetta, an extremely successful and cutting edge model, from 1938 to 1951, giving no fewer than fourteen years of uninterrupted sporting success, is the result of continuous improvements to the engine, leaving the car’s original construction unchanged. Its power output also increases continuously: from 195 bhp in 1938, to 225 bhp in 1939, then 330 bhp in 1947, and finally rising to 425 bhp in 1951.
6C 2500
- YEAR OF PRODUCTION: 1939-1950
- ENGINE: 6 cylinders in line, single engine block
- ENGINE CAPACITY: 2443 cc
- POWER OUTPUT: 87 bhp at 4600 rpm. (1940) 145 bhp at 5500 rpm. (1946)
- TOP SPEED: 170 Km/hr (Super Sport type); 200 Km/hr (SS Race type)
The last prewar car and first post-war car. A car of real class and refinement, with an unmistakable sporting look, it is the latest evolution of the fortunate 6-cylinder series launched with the 1500. In production from 1939, the model is built on the blueprint of the previous 6C 2300 but with more sparkling performance resulting from the increased engine power, due to the larger engine capacity and improved fuel feed. In 1946 an original sporting version comes out, nicknamed the “Freccia d’Oro” (the first post-war car), with a shortened and rounded rear end, following the most advanced aerodynamic concepts of the time. The proud, classic Villa d’Este version, so called after the triumph at the style contest of the same name, inspired the V-shaped effect on the bonnet of today’s Alfa 147, and demonstrates how a car of high stylistic quality can retain its beauty and balance even today. The more powerful race version makes its debut by winning the Tobruk-Tripoli coastal endurance race in 1939, and continues its sporting success from 1946 to 1950. A total of 2800 models of the car are produced, in Touring, Sport and Super Sport versions.
Racing
1946
From 1946 on, Alfa is ready for competition. Competitive spirit develops almost as an antidote to help forget the war and start again. The first victory goes to Wimille who wins the Bois de Bolougne race in a “308”. For the Grand Prix races, the 158s are resurrected and adapted to conform to the new regulations. The 158’s participate in 4 races, winning three of them. Farina wins the GP of Nations in Geneva. The new technology developed in the aeronautics sector leads to a leap in quality in racing car development, starting with the 158.
1947
Alfa Romeo wins just about everywhere: at the Mille Miglia Biondetti wins in a “2900”, Trossi and Varzi claim 1st and 2nd places in the “158 8-cylinders” at the Italian Grand Prix in Milan.
1948
These are years rich in victories, but they are also difficult: 1948 sees the death of Varzi, and in the next year Wimille and Trossi both die. Alfa Romeo takes time for reflection and in 1949 retires from Grand Prix racing.
1950
Alfa Romeo returns to the racing scene in tremendous style with an “evolved” 158. The car is dynamite: each Grand Prix brings another victory and Alfa becomes world champion. Fangio wins its first race, and with Fangio, Farina and Fagioli at the wheel, the 158 dominates completely, winning all eleven races it enters. Farina wins the English Grand Prix; Farina and Fangio dominate the French Grand Prix. And Farina completes the triumph by winning the championship title.
Personalities
O. Satta Puliga
Under the mark of Satta. His most important creations after taking over as Head of Design:
- 1946: 6C 2500 Saloon ‘Freccia d’Oro’ (Golden Arrow)
- 1948: 6C 3000, 6-cylinder, prototype
- 1950: 1900, the first production car built in large numbers
- 1952: 1900 C52 Disco Volante (Flying Saucer)
- 1954: 2000 Sportiva
- 1954: Giulietta Sprint
- 1954: “Romeo” van
- 1955: 750 Competition
- 1957: 2000, 4 cylinders, 1975 cc
- 1962: 2600, 6 cylinders, 2584 cc
- 1962: Giulia TZ, 4 cylinders, 1570 cc, for fast touring
- 1965: Giulia GTA
- 1966: 1600 Spider by Pininfarina, the “Duetto”
- 1966: Spider “4R Zagato”
- 1967: 33/2 liters
- 1968: 1750 saloon
- 1968: GTA 1300 Junior
- 1969: 33/3 liters
- 1970: “Montreal”
- 1970/71: 1750 and 200 GT Am
- 1970: 2000 saloon
- 1972: Alfetta
Born in Turin in 1910, an aeronautic engineer, he arrives at Alfa Romeo in 1938. He is responsible for the Grand Prix 158 and later for the 159. It is also thanks to his contributions that Alfa Romeo wins the first two world titles in the immediate post-war period. A highly skilful mechanic and manager, he accompanied Alfa through the Second World War. Other cars bearing his signature are production cars such as the 1900, the Giulietta, the Giulia, the 1750, the Montreal, the Alfetta and their respective race versions.
W. Ricart
Models designed:
- 1939: 162, one-seater racing car, 16 cylinders, 2995 cc, prototype
- 1940: 512, one-seater racing car, 12 cylinders, 1490 cc, prototype
- 1941: 163, Sport category two-seater racing car, 16 cylinders, 2995 cc, prototype
- 1943: “Gazzella”, 6 cylinders, 1954 cc, prototype
Aviation engines:
- 1940: Alfa 1001 Engine, 8 inverted V cylinders, 1100 bhp, prototype
- 1941: Alfa 101 Engine, 28 cylinders in 7 rows of 4, 2000 bhp, prototype
A Spanish engineer from Barcelona, he is taken on by Alfa Romeo in 1936 as a consultant on testing and technical matters, and in 1940 is appointed technical consultant to the General Management and is given responsibility for the special studies service and supervision of design services, a position he holds until 1945. He creates the 162 with a 16-cylinder engine, the 512 with 12 cylinders and rear boxer engine, the 613 two-seater Sport, the Gazzella prototype and two aviation engines. After the war he returns to Spain where he designs the famous “Pegaso”, before going to contribute to the launch of Seat.
G. Colombo
A technician from Legnano (Mi), Gioacchino Colombo is a direct contributor to Alfa Romeo’s sporting triumphs of the thirties and forties. He arrives in Portello in 1924, later collaborates directly with Jano and takes over responsibility for Ferrari. In Modena he designs the legendary 158, the 308, the 321 and the 316. He is brought back to Alfa Romeo in 1938, and after the war he collaborates on the design of some prototypes, including the “Disco volante” (Flying Saucer), and returns to Ferrari in 1945, where he creates the company’s first 12-cylinder 1500 cc car.
N. Farina
From legal robes to overalls
Born in Turin in 1906, the nephew of Pinin Farina, Giuseppe (nicknamed Nino) Farina becomes the first Formula 1 world champion at the wheel of an Alfa Romeo single-seater. He is a law graduate, but prefers the racetrack to the courtroom. He makes his race debut in 1930 in an Alfa 1500 cc but spins off the track and is injured. He doesn’t lose heart however, and returns to competition in 1933, beating and striking up a friendship with Nuvolari, who brings him to Alfa as an official driver.
He finishes second in the Mille Miglia in 1936 and in 1937, and goes on to become Alfa’s lead driver when Nuvolari moves to Auto Union. He returns to the track after the war with a victory in Geneva in the 158, and then in 1950 he wins in real style, this time the first world title. 30 points, 3 points ahead of Fangio, his “rival” and team-mate. He tries to repeat the feat the next year but finishes fourth. He continues racing with Ferrari after Alfa’s retirement from racing and is killed in a road accident in 1966.
L. Fagioli
Another member of Alfa’s three “F”s, together with Farina and Fangio. Born in Osimo (Ancona), he arrives at Alfa in 1933, returns in 1950 and with Fangio wins the 1951 French GP in Reims. He dies in 1952 after an accident in Monaco.
The Company
With Italy’s entry into the war, Alfa Romeo encounters all sorts of organizational problems. Supplies become harder and harder to find, and the factories are bombed three times, in 1940, in 1943 and in 1944. The last bombing leads to the halt of almost all production activity at Portello. In 1945 work slowly begins again, with the production of naval engines, aviation engines and even electric cookers, modern and original. Car production also gets under way again, with the beautiful 6C 2500 and the stainless 158, which in 1950 becomes the 159, with a few external changes but major engine improvements. Alfa Romeo has by now put the trauma of the war behind it, and Biondetti’s victory at the Mille Miglia becomes the most potent symbol of this revival. The company once again occupies plays a decisive role with full vehicle production and a range of splendid “special edition” models of the 2500, with Pininfarina and Touring bodywork. 1950 is the year of Alfa’s industrial and sporting turnaround.