The Low Glow Halo - Alfa Romeo 2600 Sprint Zagato

In 1985 I encountered my first Alfa Romeo 2600 Sprint Zagato ‘in the flesh’ on a visit to Piero Pesaro’s Alfetta Racing Centre in Brentford.  Whilst we were walking around the premises, discussing the possibility of appointing the business as an official Alfa Romeo ‘Service Point,’ we reached a corner where a Junior Z and a TZ1 were at rest.  My attention thus became diverted from the 2600 SZ, at which I’d intended to take a close look.  Some years later (!) I’m now taking the opportunity to do that, even if only on a virtual basis.  Back then, our UK sales were on a marked downward trend, and we needed not only better quality ‘regular’ production cars but also a ‘halo’ model to help re-establish the marque’s reputation and attractiveness to new car buyers.  Two decades earlier, Alfa Romeo , though enjoying improving sales volume prospects with the Giulia family of models, was intent on the same thing, believing that however practical the Giulia was for the current market in volume terms, there should be a six cylinder model at the head of the range to convey brand values related to sport/performance and prestige/technical sophistication.  As a result, the 2600 was created and presented in Geneva in ’62.  Initially there was a Berlina, a Bertone Sprint coupe and a Touring Cabriolet.  On launch these models were not perceived by the Press as ‘halo car’ material, being cosmetically little different from the 2000 models they effectively replaced.  However, the new six cylinder in line engine was recognised as a significant addition to the marque’s inventory and worthy of a more glamorous body form to carry it.  With an established relationship in mind and the success of the recent collaboration resulting in the Giulietta SZ and the ongoing TZ project, it was not surprising that Zagato was looked to for this, especially as a 2600 Sprint body by the Carrozzeria could be expected to enhance performance through light weight, (even though Alfa Romeo specified that it should be made of steel), as well as being aesthetically in tune with the Zeitgeist.  As is usually reported, Ercole Spada, (at Zagato since ’60), drew the initial shape, but said in more recent times that he was not responsible for the finalised, production styling.  In this form, from chassis # 856006, one hundred 2600 SZs were made during ‘65/’66/’67.

Alfa Romeo 2600 Sprint Zagato body. Courtesy Scuderia Azzurra

By the time the Zagato version of the 2600 Sprint was presented at the ’65 Frankfurt Show – three years on from the first prototype – it had a big job to do.  Ongoing evaluation of the Berlina, Coupe and Cabriolet models had not been favourable and it had been generally accepted that the car had failed as a ‘top of the range’ product worthy of Alfa Romeo’s heritage.  Performance and handling were not rated favourably by journalists, test drivers, dealers and customers alike.  The Solex carburettor set-up was considered much to blame for the performance aspect.  The triple 44 PHH carburettors operated on the two stage principle and were therefore dependent on optimum delivery of vacuum.  Less ‘temperamental’ Webers - 40 DCOEs  - were available as a factory option with a bespoke manifold.  The handling shortcomings were attributed to a major extent to the weight and far-forward location of the engine.  With this in mind, it is quite amusing to read Bill Boddy’s report/road test of the Sprint in Motor Sport magazine’s November ’63 issue.  It is a formulaic, bland piece typical of the man, generally complimenting the car, presumably – as was the convention then – as reciprocation for the wining and dining he would have enjoyed on Alfa Romeo-hosted press events such as new model launches, factory tours, etc.  His headline summary read: “A beautifully-appointed, smooth-running, extremely handsome Italian saloon with impeccable handling and controls.”  In fact, the Zagato version was needed as soon as possible if there was to be any chance of salvaging Alfa’s ‘halo car’ aspiration.  As would become ever more clear as time moved on, doing this with a six cylinder car was not an inherent expertise Post-War at Portello/Arese.  The Alfa 6, 164 3.0 and Alfa 90 were 70s/80s duds and it wasn’t until the GTV6, Alfa 75 3.0 and SZ (ES30) arrived that the company had products that in any way fulfilled the desired role.

Left:#856075, Solex 44PHHs. Courtesy SVS Ltd; right: #856061, Webers. Courtesy Milestone Motor Cars

But the 2600 SZ did have ‘ingredients’ that offered hope in ’65.  Thanks to Zagato’s body construction principles, (even though the Carrozzeria was not commissioned to build it in aluminium as was its usual custom), it weighed 9% less than the Bertone-bodied Sprint.  This, along with 20 more bhp from a modified state of tune of the triple Solexes, certainly helped with the performance aspect while also allowing better handling/steering.  The SZ could accelerate from rest to 60 mph in 9.1 secs and reach a top speed of 130 mph.  The original first prototype, #856001, was constructed on a Spider chassis and shown in late ’62.  This was subject to further development the following year and eventually appeared as below, with notable refinements to the front panel, shield grille and bonnet intakes.  Note also that the rear haunches/C post are very different from the forms adopted for the production version.

Courtesy Peter Bovym Fotografie

It was early ’64 before a third prototype emerged.  The front end styling had been further revised, giving a pronounced aggressive appearance characterised by the enlarged shield grille.  #856003 was taken up as his ‘daily driver’ by Elio Zagato.  The car is shown below, left, and in comparison with an early production example, #856015 (Q3, ’65), illustrating how the front end had been ‘tidied’ in finalising the styling.  Of main note are: simplification of bonnet/front panel; relocation of Alfa Romeo badge to incorporation with the grille shield frame; revised grille mesh pattern; relocation of indicator lenses to the leading edge of front wings:

Courtesy Zagato-Cars (left) and Bonhams Cars (right)

Production version of grille, #856061. Courtesy Milestone Motor Cars

Left, #856034. Courtesy Zagato-Cars; right, #856053. Courtesy Fantasy Junction

The rear, chromed bumper bar was one piece with two integrated number plate lamp holders on the upper face in the centre.  On early cars this mainly had a constant depth along its total length with a slight taper towards the wheel arches.  On later examples the corners were flared, as seen, right, below:

Left, rear bumper, early version. Courtesy Lana-Classic; right, #856079. Courtesy Cool Classic Club

The type and location of the tail lamp units and reverse lamp remained unchanged throughout the production run.  Customisation is seen on #8560075 which has a rear plate lamp mounted centrally on the underside of the trailing edge of the boot lid.  #856079 had a boot lid release knob mounted above the tail lamp unit in the rear face of the right hand wing.

Tail lamp unit, #856079. Courtesy Cool Classic Club

A body detail feature often commented on is the absence of an external, body-coloured sill (rocker in the U.S.) panel.  I judge this successful, helping to make the 2600 SZ appear more of a lightweight car than it actually is when metrically assessed.  It does however exaggerate the extent of ground clearance and possibly causes the wheels to look somewhat oversize.

#856029. Courtesy ISSIMI, Inc.

 

As mentioned above, the Alfa Romeo ‘Cross & Serpent’ roundel badge was mounted centrally above the front intake:

#8560079. Courtesy Cool Classic Club

As for other Zagato-bodied cars of the era, ‘Zagato Milano’ badges were mounted on the front wings above the indicator repeater lamp, between the door leading edge and the trailing edge of the front wheel arch at a level slightly above the height of front tyre:

Left, #856053. Courtesy Fantasy Junction; right, #856079. Courtesy Cool Classic Club

The rear badge was a simple chrome ‘2600 SZ’ script with no base plate.  It was applied to the lower, vertical face of the boot lid between its right hand edge and the right hand edge of the number plate niche at a level a little above the lower edge of the tail lamp.

#856053. Courtesy Fantasy Junction

The rear badge is replicated in style terms inside the car, applied to the glovebox door:

#856053. Courtesy Fantasy Junction

The 415 mm, three slotted spoke, black rimmed, steering wheel was of a type commonly fitted to several Alfa Romeo GT/Sport models of the period.  The spokes were chrome plated and the horn button featured a gold coloured rendition of the traditional 'Cross & Serpent' image, as seen below:

As might be expected with a car of this type, some owners specified alternative wheels – some preferring a wood rimmed type by Nardi or Moto-Lita. 

16” magnesium road wheels with chrome hub caps were standard.  Original tyre fitment was with Pirelli Cinturato CA67, 175 HR 400s.  There are example SZs running on Borrani wire wheels.

#856053. Courtesy Fantasy Junction

Despite the relatively exclusive nature of the SZ and its successful aesthetic character, it was not a success.  Value for money may have been a significant factor, for its price was just short of £3,000 – around £45,000 in 2024 terms.  Back in ’67, what you paid for an SZ would have bought you two GT Juniors with plenty of change!  If this brought about any customer hesitation to purchase, a record of achievements on the racetrack, as with any ‘specialist’ car of this sort, could well have been an effective counter-measure.  However, whilst GTs bodied by Zagato for Abarth and Lancia, (and for Alfa Romeo with the Giulietta SZ), had proved highly capable in the motor sport arena, there was little or no such activity associated with the 2600 SZ.  Notable reasons include: thanks to the body being of steel, the car was not especially light weight; a concern that the crankshaft was lacking in durability became a received wisdom; though the wheelbase was shorter than that of the 2600 Berlinetta and Sprint models, it was still regarded as a chassis lacking nimble characteristics; Alfa Romeo was preoccupied in its developments for and support to motor sport enterprises with the 4 cylinder cars, especially the Giulia coupes and the tubular chassis, built-for-racing, TZ and TZ2 models.  It is believed that a factory project to create a twin spark head was initiated, but soon abandoned.  Equally, work to homologate the car with the FIA was not pursued with any vigour.  It has been suggested that #856034 was prepared as a rally car by Autodelta with involvement too of the Etceterina, Patriarca.  Also referenced – but not substantiated – is the modification for competition of #856013 by the tuner/constructor, Conrero; (the car in contemporary times has worn a Conrero sticker on its boot lid).

Left,#856013. Courtesy Route59; right, #856034. Courtesy ClassicCars.com

Although the 2600 SZ did not glow halo-esque as the intended marque/range icon, it did radiate elegant optics and was fast/well handling enough to be rated as an authentic Grand Tourer.  From many angles its appearance is lithe and dynamic.  Those that have survived – mostly by now ably restored – provide a glimpse today of how stylish Alfa Romeo was before its decline set in the decade after the model’s production.