The fastest cars in the world
Passion
‘When I see an Alfa Romeo pass by, I take my hat off to it’ – Henry Ford
A legend is born. “Alfa Romeo! The very name is enough to stir the imagination, to conjure up images of the continent’s great races, the Grand Prix, the Targa Florio, the Circuit of Monza, the glories of motoring: Names such as Ascari, Brilli Peri, Borzacchini, Campari, spring to mind”. Thus wrote English journalist Brian Twist in the 1st December 1933 issue of Autocar Magazine, after taking an 8C 2300 with compressor for a test drive.
The Rassegna Alfa Corse magazine is launched, the forerunner of ‘Il Quadrifoglio’. In April 1938, Alfa Romeo began publication of a magazine intended to be an expression of the prestige and importance of a company that was successful in the air and on the road, all over the world
Elegance and worldliness. A fitting description of Alfa Romeo cars. A 6C 2500 SS coupé wins first prize for special edition cars at the Style Contest in Paris, on 23 June 1949.
The Cars
The 8C 2300
- YEAR OF PRODUCTION: 1931-1934
- ENGINE: 8 cylinders in line, two-piece engine block in light alloy, steel struts
- ENGINE CAPACITY: 2336 cc
- POWER OUTPUT: 142 bhp at 5000 rpm. (Cut off – Long model), 155 bhp at 5200 rpm. (Spider race model), 165 bhp at 5400 rpm. (Monza model), 155 bhp at 5200 rpm. (Le Mans model, 1931), 165 bhp and 180 at 5400 rpm. (Le Mans model, 1932-34)
- TOP SPEED: from 165 (Long model) up to 225 Km/hr (Monza model)
Refined. To maintain the brand’s superiority in Sport category races, an eight-cylinder engine is produced, with the same stroke and bore as the 6C model, the 1750, 2336 cc mounted on both the short chassis model and Spider, and on the Torpedo with the long wheel-base, or on the special one-seater grand prix chassis. The engine structure is different from the 6-cylinder version, with the timing control arranged at the center of the engine with a series of cascade gears. The cylinder assembly consists of two half-blocks in light alloy with riveted steel struts. The cylinder head is also in two parts and made of light alloy, a world first. After an unhappy debut at the Mille Miglia in 1931, the car wins the Targa Florio and goes on to claim a series of successes both with the Le Mans 2/4-seater spider and with the Monza and Le Mans Grand Prix two-seater. Production of the different versions of Jano’s model begins in 1931 and ends in 1934, with a total of 188 cars produced.
THE 6C 1900
- YEAR OF PRODUCTION: 1933
- ENGINE: 6 cylinders in line, cast iron engine block (some models in light alloy)
- ENGINE CAPACITY: 1917 cc
- POWER OUTPUT: 68 bhp at 4500 rpm.
- TOP SPEED: 130 Km/hr
The last transformation of the 6C 1750. For the first time in a 6C series, the engine is mounted with the cylinder head made of light alloy. Engine capacity is increased to 1917 cc, and the model heralds the launch of the 6C 2300. A total of 197 models are produced.
The 6C 2300
- YEAR OF PRODUCTION: 1934 – 1937
- ENGINE: 6 cylinders in line, single engine block
- ENGINE CAPACITY: 2309 cc
- POWER OUTPUT: 68 bhp at 4400 rpm. (6C 2300 Touring) 76 bhp at 4400 rpm. (6C 2300 Granturismo) 95 bhp at 4500 rpm. (6C 2300 Pescara)
- TOP SPEED: 120 – 145 Km/hr
Beauty comes as standard. The new model replaces the 6C 1750 and the 6C 1900, combining elegance of form with a racing “heart”. The car is mounted with an engine with a cast alloy engine block in a single unit with six cylinder struts and cylinder head in light alloy; it also has a single disc clutch and 4 forward gears and reverse gear, with synchronization on the 3rd and 4th gears and free-wheel facility. The rear friction disc shock absorbers are hydraulically controlled from the driving position.
1934 sees the 6C 2300 begin a fertile season of victories. The model’s sporting debut comes in the 1st Tour of Italy in 1934, while at the Pescara 24-hour race three 6C 2300 Granturismo cars with more powerful engines and special Touring bodywork claim the first three places overall (hence the name of a small series called “Pescara”).
From 1935 to 1937 the three versions Touring, Granturismo and Pescara, would be fitted, for the first time in Europe, with independent suspension.
The 8C 2900
- YEAR OF PRODUCTION: 1935-1939
- ENGINE: 8 cylinders in line, two-piece engine block in light alloy – steel struts
- ENGINE CAPACITY: 2905 cc
- POWER OUTPUT: 220 bhp at 5300 rpm. (8C 2900 A race), 180 bhp at 5200 rpm. (8C 2900 B Short and Long)
- TOP SPEED: 230 Km/hr (8C 2900 A race), 185 Km/hr (8C 2900 B Short tail), 185 Km/hr (8C 2900 B Long tail)
“The fastest and most beautiful sports car in the world”. The most prestigious grand touring car produced by Alfa Romeo before the Second World War. The 2900 is a car that inspires and surprises for the beauty of its styling, its roadholding and its incredibly smooth drive. The first version, the 8C 2900 A, was produced in 1934 with a two-seater chassis that, using front and rear independent suspension on the Type C racing car (1934) and the engine from a 2905 cc single-seater Tipo B, enable the car to take part in Sport races.
In 1937 Alfa Romeo, relying on the experience gained with the car, launches the 8C 2900 B model on the limited enthusiasts market in the short chassis version (racing Spider, 2-seater, 20 produced) and long chassis version (Touring 4-seater Coupé, 10 produced). The 8C 2900 A makes its debut at the 1936 Mille Miglia, with the three competing cars claiming the three top spots on the podium. The 2900 is unrivalled in competition: it claims the first three places in the 1938 Mille Miglia. The string of victories continues until 1939, coming practically alongside the victories won by the 8C 2900 B short version.
THE GRAND-PRIX SINGLE-SEATERS –
THE B TYPE
- YEAR OF PRODUCTION: 1935
- ENGINE: 8 cylinders in line – light alloy two-piece engine block – steel struts
- ENGINE CAPACITY: 3165 cc
- POWER OUTPUT: 265 bhp – at 5400 rpm
- TOP SPEED: 275 Km/hr
In 1935 the Scuderia Ferrari, with the manufacturer’s permission, set about studying improvements to the Tipo B single-seater. Nuvolari competes in the Pau Grand Prix on 24 February in one of these cars, which had been fitted with “Cantilever” type spring rear suspension and new shock absorbers. This solution considerably improved the car’s performance, and it was therefore decided to apply this change to all the existing B Type cars.
Engines with capacity increased to 3165 cc, and a bore of 71 mm, giving a power output of 265 bhp, were also successfully mounted on these cars.
The C TYPE
- YEAR OF PRODUCTION: 1935
- ENGINE: 8 cylinders in line – two-piece engine block in light alloy – steel struts
- ENGINE CAPACITY: 3822 cc
- POWER OUTPUT: 330 bhp – at 5400 rpm
- TOP SPEED: 275 Km/h
In the evolution of independent suspension cars, the Portello firm was at the forefront in terms of research for original and efficient solutions. By 1934 production was started on a racing car, called the Type C, with independent suspension and with two possible versions: an eight cylinder in line 3822 cc version, very similar in structure to the 8C 2905 cc, and a 12 cylinder 60° V version with a capacity of 4064 cc.
The car with the 8C 3822 cc engine makes it debut at the 13th Italian Grand Prix, held on 8 September 1935 at Monza. The model with the 12C 4064 cc engine makes its debut at the 10th Tripoli Grand Prix, help on 10 May 1936. In this type of car, Nuvolari won the Vanderbilt Cup in the United States on 12 October 1936 at the brand new autodrome at Roosevelt Field in New York.
The P3
- YEAR OF PRODUCTION: 1932-1933
- ENGINE: 6 cylinders in line, two-piece engine block in light alloy, with steel struts
- ENGINE CAPACITY: 2654 cc
- POWER OUTPUT: 215 bhp at 5600 rpm.
- TOP SPEED: 232 Km/hr
The most beautiful single-seater. Sleek and graceful, the B Type, later renamed the P3 in memory of its “elder sister” the P2, is designed by the ingenious Vittorio Jano and produced in 1932. Its debut on the track, at Monza, sees yet another triumph for Alfa Romeo: Nuvola, driven by Nuvolari, comes first at 167.52 km/hr. It is also full of technical innovations. Among the most original is the differential gear placed at the exit of the gearbox and the two transmission drive shafts arranged in a V, powering the rear wheels and with the driving position at the center. A total of 6 models were produced.
The 1935 twin-engine
- YEAR OF PRODUCTION: 1935
- ENGINE: 16 cylinders in line, 2 engines with 8 cylinders in line, 1 front – 1 rear two-piece engine block in light alloy – with steel struts
- ENGINE CAPACITY: 6330 cc – 2×3165 cc engines
- POWER OUTPUT: 540 bhp – 2×270 bhp engines at 5400 rpm.
- TOP SPEED: 325 Km/hr
“At the speed of light”. An impressively fast single-seater. Designed by Luigi Bazzi for Ferrari, the twin-engine is built to compete with the German cars in the speed races of 1935, such as Tripoli, Tunis and Reims, while waiting for the new Alfa Romeo models in preparation with 8 cylinder, 3822 cc engines and 12 cylinder, 4046 cc engines. Two engines, one at the front and one at the rear between the transmission, clutch and driving position: an ingenious solution, because it enables the front of the car to be shortened. Only two models were ever produced.
Racing
1931
At the 1931 Mille Miglia, Alfa Romeo introduces a car that at first sight looks like a 1750, and in fact its chassis is almost identical. The “secret” lies in its 8-cylinder engine: the new, exceptional 2300. Nuvolari and Arcangeli are the drivers, but have no luck: race victory goes to Caracciola in the Mercedes. But the 2300 gets its own back immediately: under the guidance of Jano and Ferrari the car dominates the Targa Florio: 1st Nuvolari, 2nd Borzacchini. The “2300 Monza” wins on its debut at the Italian Grand Prix in Monza and at the European GP with Nuvolari and Campari, who finish ahead of the other 2300 driven by Minoia and Borzacchini.
1932
The racing scene is dominated by the new P3 single-seater. It makes its debut at Monza on 5 June and the 4 cars are driven by Nuvolari, Campari, Borzacchini and the German Caracciola. Nuvolari wins in style. Each race brings another victory: he is the undisputed idol of the crowds. Nuvolari also dominates the Targa Florio (with the same 2300 he drove to win in 1931), the Italian GP, the French GP, the Circuit of Avellino, the Coppa Ciano and the Coppa Acerbo. Borzacchini and Bignami triumph in the Mille Miglia with a 2300, Chinetti and Sommer at Le Mans, Brivio and Siena at Spa.
1933
Alfa retires from competition, justifying its decision with the undoubted fact that they have demonstrated that their cars are unbeatable in 1932. But the red Milanese cars continue competing. They do away with the clover and replace it with the Ferrari symbol of the rampant horse on a yellow background. Nuvolari wins seven races, including victories at Le Mans and at the Mille Miglia. The year ends tragically however: at Monza both Campari (in his last race before retiring, aged 41) and Borzacchini, are killed.
1934
Ferrari continues to triumph with the single-seaters. Varzi wins the Mille Miglia while Etanchelin and Chinetti take first place at Le Mans in an Alfa 2300.
1935
Nuvolari’s legendary victory at the German GP at Nürburgring – thanks to his skill as a driver and the top-class handling, lightness and roadholding of his little Alfa (300 bhp), he manages to beat the German Mercedes 400 bhp and Auto Union teams, as well as Maserati and Bugatti.
Nuvolari also tests the twin-engine (6334 bhp) designed by Luigi Bazzi for Ferrari. In the Florence-Mare race he manages to reach the incredible speed of 336 km/hr.
1936
A double at the Mille Miglia. Nuvolari performs more heroics at the Coppa Ciano in Livorno: his car breaks down, he returns to the pits, climbs into Pintacuda’s car (the last Alfa car competing) and goes on to win. A triumph also for Alfa Romeo. The first Auto Union car finishes only in fourth place. 1936: Tazio Nuvolari throws the American crowds into raptures by winning the prestigious Vanderbilt Cup in New York.
Alfa Romeo also wins the Mille Miglia in 1937 and in 1938.
1939
The 158 wins the Coppa Ciano and Coppa Acerbo.
1940
The autonomous Alfa Corse department is closed down.
Personalities
T. Nuvolari
The flying Mantuan
‘The best driver in the past, present and future’ – Ferdinand Porsche
Small and bony, fragile in appearance (Ferrari said of him ’...I hadn’t really credited the skinny fellow at all, but during the race I realized that he was the only other competitor who could threaten me…’) Tazio Nuvolari had a combination of courage, skill and a nose for victory that made him unique. His achievements, his aggressive and surprising racing style, and his rivalry with Varzi become part of legend and capture the fans’ imagination. He arrives at Alfa in 1930, wins the Mille Miglia convincingly, followed by the Targa Florio, and then the Monza GP with Campari.
He is Ferrari’s lead driver. Perhaps Tazio’s happiest year is 1932, when the ‘flying Mantuan’ has a triumphant season resulting in 7 overall victories, and 5 category victories. He becomes the undisputed Italian champion and takes first place in the International Driving Championship. Tazio’s popularity is overwhelming. Gabriele D’Annunzio presents him with a small golden tortoise (‘the slowest animal for the fastest man’) which Tazio pins to his yellow racing jersey. He wins at Le Mans in 1933 and in 1935 he defeats Mercedes and Auto Union in a spectacular race at Nurburgring.
A. Varzi
The gentleman from Galliate
Cold, precise, and fast. Nuvolari’s great rival, but very different from the Mantuan in terms of character and driving style. In 1929 he wins the Italian title in the P2, loses at the Mille Miglia and then claims revenge at the Targa Florio. He moves to Maserati, and then on to Bugatti, returning to the “reds” in 1934. He wins the Mille Miglia, then again in Tripoli, at the Targa Florio, at the Peruvian GP, and in Nice. In 1946 he continues winning, claiming yet more moments of glory. He is killed in 1948 during practice on the Berne circuit.
U. Gobbato
A great organizer. Born into a family of farmers in Volpago di Montello, in the Treviso district. An engineering diploma enables him to gain experience in Germany, where he manages to graduate with a degree in mechanical engineering. He goes to work for Fiat and in 1933 joins the top levels of Alfa Romeo after the difficult transition to state control. Called in to try to rescue Alfa, Gobbato chooses to momentarily suspend car production to give priority to aeronautic engines and military vehicles. He remains at the helm of the company even under the Nazi occupation, but on 28th April 1945, a few days after the Liberation, he is murdered in mysterious circumstances.
The Company
At the end of 1932 Alfa Romeo changes hands once again, which was to be the last time until the takeover by Fiat years later.
The I.R.I. (Institute for Industrial Reconstruction) takes over at Alfa and announces its retirement from competition. In place of the clover, the Milanese reds continue racing under the banner of the Ferrari’s rampant horse, which represents Alfa in competition. Under Ugo Gobbato’s direction, the plants are modernized, mass production is introduced and lorry and bus production is also started. By the second half of the thirties, the company is thriving.
Sporting activity continues, but at such reduced levels that series production is relegated to secondary status. In 1937 Gioacchino Colombo replaces Vittorio Jano, while in 1938 the Scuderia Alfa is created. Sporting activity is effected by the political climate and sanctions: Mussolini bans Italian drivers from racing in France and in the Mille Miglia of 1939 is not held. Aircraft engine production is intensified, and work begins on the construction of a new factory at Pomigliano d’Arco.