OSCA 1600 GT Zagato - A Survey of Survivors

 

Courtesy carstyling.ru

I briefly summarised the OSCA 1600 GT in its various body forms in June ’22 – here.  Of the models created by Fissore, Boneschi, Touring and Zagato, the latter’s version was made in the greatest number - this is a more detailed survey of the Z-badged cars.

 

Though the 1600 GT was finalised at the OSCA factory in ’60, serial production was delayed until ’62.  The FIA homologation papers, dated 8th October ’62, referring specifically to model ‘GT2,’ indicate that production was initiated in ’61.  Although it was stated at the time that 128 GTs were made, (and it was claimed that 98 of these were Zagato-bodied), recent studies of historic data have concluded that the actual total was less than 60.  Whilst this may reflect a slow rate of sales, it also probably stems from disappointing manufacturing productivity which prevented the target of a minimum 12 cars per month being consistently met.  The last of the Zagato versions were probably made in late ’64.  At that point the restructured company, (sale of the majority interest by the Maserati family to Meccanica Verghera Augusta having taken place the previous year,) announced new models.

At the heart of the GT was the 1568 cc 4 cylinder, in line, twin cam engine made for OSCA by Fiat.  This was an evolved version of the unit that had powered the marque’s sports racers through the 50s.  Introduced for the MT4 in ’48, its capacity then was 1092 cc and it was rated at 70 bhp.  Though the block was Fiat-designed, the cylinder head was the work of Ernesto, youngest of the OSCA proprietor Maserati brothers.  It was not long before the head was converted from a single to a twin cam layout, at which point a 1342 cc capacity version was also launched.  Another increase in capacity came in ’53, with around 110 bhp extracted from 1453 cc.  In ’54, further revisions – identified with ‘TN’ designation - enabled a maximum power output of 125 bhp.  A single Weber 28-36 DCLD3 carburettor was specified for the 1600 GT – good for 95 bhp.  However, the GT2 employed twin Weber 38DCOEs, (105 bhp), whilst a GTV version was on twin 42DCOE3s, (125 bhp), and the GTS, though also 42DCOE-equipped, gave 140 bhp – the extra 15 bhp flowing from the twin spark ignition set-up.

 

The hybrid theme was continued in the 1600 GTZ with the use of OSCA’s own 4 speed gearbox which employed Fiat internal components.  With an ongoing incidence of failure in racing GTZs, the unit became suspected of being under-specified for reliable handling of the power generated by the GTV and GTS engines.  Other notable mechanical features on the GTS were Dunlop-designed/Girling-made disc brakes, front/rear, and independent suspension on both axles.  All in all, it proved to be a fast, well handling car, thanks also to relatively light weight – 862 Kg for the basic version, with the GTS 7% lighter at 800 Kg.

 

At the time, a basic GT was a little under £2,000 in the UK, (about £45,000 in current terms).  The GTS would have been approximately £2,250.

 

OSCA built the rolling chassis for delivery to Zagato, (and the other involved carrozzeria), utilising a frame made by Milan-based specialist constructor, Gilco.  The company had established a high profile in the industry, especially because of its long term status as a supplier to Ferrari.  For in-depth information about Gilco, its website is well worth a visit.  One of Gilco’s period advertisements is shown below:

Another third party-supplied item of particular note was the distinctively styled 4.5j x 15” Elektron/Magnesium alloy wheel branded as Amadori, a maker which was bought out by Campagnolo in its strategic evolution from being a bicycle wheels manufacturer.  These wheels eventually became the subject of criticism – like the gearbox – which contended that they lacked strength when run in competition on cars with over 125 bhp.  Breakages were not uncommon.

Amadori wheel. Courtesy SymbolicInternational

There are, however, no doubts about the quality of standard OSCA 1600 GTZ steering wheel. This was a 400 mm wood rimmed wheel made by Personal. Little has been written about the company’s founding/early days, but it is generally held that it originated in ’60. It is probable that OSCA would have been inclined to buy-in wheels for the GTZ from the well-known/respected maker, Nardi, another long term supplier to Ferrari. Personal secured the business however as the company was prepared to undercut Nardi on price in order to establish its presence in the market, enhanced by implied endorsement from the Maserati-linked association. Subsequently, Personal was in commercial collaboration with Nardi. The Nardi brand was separated from Personal in ’68 and its wheels continued to be marketed through to the present day.

The 1600 GTZ ‘Personal’ 400 mm steering wheel. Courtesy ExoticAutoParts28

Despite the problems that dogged the start-up of series production, an OSCA GT 1600 Zagato made the model’s race debut at the March ’62 Sebring 12 Hours – see photograph below.  Entered by N.A.R.T. for drivers, H Spencer Lichtie and Robert Publicker, the car had to be retired early, after only 33 laps (of winner’s 206), because of head gasket failure.

OSCA 1600 GT Zagato at Sebring, ’62. Courtesy Homer Willi

Earliest car by chassis number of which I have detail photographs is #0007, which was run as a factory entry – alongside #0036 – in the 24 Hours of Le Mans, June ’62.  Both cars are seen below, #0007 being the white car wearing race number 37.

Courtesy The GPL Collection

Driven by George Arents and Jose Behra, #0007 was still running into the 23^rd hour, but had to be retired after 227 laps with transmission failure.  It had run as high as 15^th overall and was likely on for a 2^nd in class finish.  (#0036 was out after just 13 laps with big end bearing failure.  It was a significantly different car from #0007 in having a flat roof and the live rear axle in place of the independent suspension normally installed in GTS Competizione models).

 

Chassis #0006 is a red 125 bhp GTS on twin 42 mm Webers.  The car changed hands in ’19 at Gooding’s Amelia Island sale for $489,000.

Weber 42DCOE3 carburettors, as fitted to #0036. Courtesy Petrolicious

#0006. Courtesy Gooding & Company

When Bonhams sold ’62-registered #0011 in October ‘19, the lot description included the statement, . . .according to marque expert Christophe Pund, (this car) is one of a mere 7 Zagato-bodied cars that were raced; indeed, '011' is probably the most raced of all OSCA 1600 GTs. Its driver was Fausto Mariani, who achieved numerous successes with '011' during the 1964 and 1965 seasons.  Little is documented about Mariani’s motor sport achievements and the events in which he campaigned the car were of regional/national status, such as the Trofeo Venturi, (Frascati), Hillclimb held in June ’65.  However, a class victory, (Coppa Gallenga Hillclimb) is cited in the ’65 season.

 

As is evident in the photograph below, #0011 has been restored in recent times.  Despite its good condition, it failed to sell at auction in 2016 but made €379,500 at the Bonhams sale three years later.  Note that the period photograph on the right below shows uncovered headlamps.  The earliest chassis number of which I have a photograph showing Plexiglass headlamp covers is the second ’62 Le Mans car, #0036.

#0011, left, seen in ‘19 and, right, racing in ’65. Courtesy Bonhams

#0029 is a ’62 GTS which was photographed, as below, at the Le Mans Classic in 2002.

#0029 is a ’62 GTS which was photographed, as below, at the Le Mans Classic in 2002

As mentioned above, #0036 appeared alongside #0007 at the ’62 Le Mans 24 Hours.  In the photographs below, the rear view clearly shows the 87 litres fuel tank fitted to GTS/Competizione GTs, while the frontal shot, with intake grille removed, well illustrates the frame/locating fastener for the Plexiglass headlamp cover.  That this car’s engine was the twin spark variant is evident from the view of the engine bay.

#0036. Courtesy Petrolicious

In ’66, the car was in the Bahamas, where George Waltman contested both the Governor’s Trophy/Nassau Tourist Trophy and the Nassau Trophy. Waltman was the Sport 1.6 class winner in the latter race. The following year he used #0036 to compete at Sebring in the 12 Hours, but failed to finish. Incidentally, it has been written that Waltman subsequently ran #0036 in the ’68 Daytona 24 Hours, driving the entire race unpartnered. However, he achieved this remarkable feat in a Morgan Plus 4, not the OSCA.

Since its foundation in 2007, Bring a Trailer has had a major effect on the market for classic/collectible cars. A factor in its success has been the encouragement of fully detailed descriptions of items offered for sale, supported by large numbers of good quality photographs. As a side benefit, these are often invaluable for researchers seeking to verify detail points of specification of a vehicle model/variant. The BaT listing for #0070 provides a good example of this feature. 302 images are presented, providing numerous exterior/interior views, including points of fine detail, engine bay and underside shots, identity plates and stampings and various documents, both model and specific chassis number related. In this instance, for example, the excellent quality of the photographs of the carburettors facilitates easy identification of this car as a GT2 – see below:

Courtesy SymbolicInternational

#0070 is unusual in being equipped with full width bumpers front and rear – GTS/Competizione models had not been fitted with these originally and it would appear that surviving GT/GT2s commonly have had OE bumpers and irons removed for aesthetic reasons – the race car ‘look’ being widely regarded as more attractive.

Courtesy SymbolicInternational

Restored in 2018, #0078 is a GT2 in the unusual off-white colour.  In photographs taken to advertise its sale, (on offer from La Montini Automobili in Autumn 2024), there is a good view of the GT Zagato’s handsome profile.  The limited boot space, (to accommodate the spare wheel), is clearly seen, as are the seats, which are the same type as fitted to the Alfa Romeo Giulietta Sprint Zagato.  The chassis identity plate is also well represented.

Courtesy Montini Automobili

Speedholics Society reported on RM Sotheby’s 2023 offer for sale of #0094 with notes on its early use: ‘Sold to its first owner—Alberto Luti—in 1963, the Italian campaigned the diminutive GT with great success.  A class win at that year’s Coppa Belvedere Hillclimb followed a 2nd in class finish at Ascoli-Colle San Marco and 3rd in class at Pontedecimo-Giovi.’

Courtesy RM Sotheby’s

#0094’s is an example of branding to the engine by an O.S.C.A. script applied to the right hand cam cover.  On some this is absent but a small branding plate is fixed to the same side of the cover, above the front end of the camshaft, as seen on #0078 – see below, #0094 left, and #0078 right:

Courtesy RM Sotheby’s and Montini Automobili

The interior of #0094 is especially attractive, the photograph below showing the clarity of the instrumentation and the generally good ergonomic characteristics of the controls.

Courtesy RM Sotheby's

At one time, Peter Kraus’s Rosso Bianco Museum in Aschaffenburg, near Frankfurt housed the largest collection of classic sports cars in the world.  Amongst the cars on show was #0097, a GT Zagato first registered in Rome in April ’63.  Before the museum’s closure, (in ’06), the car was sold to German author, Winfried Reiss, who had it fully restored before the millennium.  Since then it has changed hands a few times and seen success at various European concours events.

Courtesy Kidston

#0101, a GT2, was driven by Mario Nardari and Ottorino Zarattin in the ’64 Targa Florio, finishing 27^th, 5^th in class.  Nardari ran the car in ’63 and ’64 at the Consuma hillclimb and at circuit events at Imola, Mugello and Monza.  Best result was 4^th place at Imola in April ’64 in a GT2.5 race.  Other events entered are listed here.  The car is seen ‘then and now’ below.

#0101. Courtesy Ruote da Sogno Srl

Badges:

The circular O.S.C.A. Fratelli Maserati Bologna badge was centrally mounted, halfway between the leading edges of the bonnet and front panel:

#0101. Courtesy Ruote da Sogno Srl

#0029. Courtesy Wouter Melissen

 

A chrome script OSCA 1600 badge was applied centrally to the boot lid, halfway between the panel’s top edge and the top edge of the numberplate recess:

Courtesy Tomini Classics

#0101. Courtesy Ruote da Sogno Srl

 

As was usual with Zagato-bodied cars of the era, a ‘Z’ badge, engraved, ‘Zagato Milano,’ was applied to each front wing.  On most cars the badge is located between the indicator repeater lamp and the trailing edge of the front wheel arch, approximately in line (but a little lower) with the door handle.  The badge itself featured black infill, but this was often lost because of weathering, resulting in a largely uniform aluminium finish.

Courtesy (left to right) Kidston, SymbolicInternational, Petrolicious

 

The steering wheel boss is decorated with the ‘Maserati OSCA’ badge as seen below, (#0094):

Courtesy Speedholics

 

Where fitted, the wheel hub caps featured an OSCA script:

Courtesy SymbolicInternational

Literature/Documentation:

The OSCA 1600 GTZ naturally shares many of the aesthetic attributes of Zagato’s multi-marques output in the opening years of the 60s decade.  For comparison, see below, left - OSCA 1600 GTZ; centre, top - Alfa Romeo Giulietta SZ Coda Tronca, centre, below – Alfa Romeo Giulietta SZ Coda Tonda; right – Lancia Appia GT Zagato.

Most notably, the OSCA’s cab is relatively rearward set and the car incorporates a considerably more substantial C pillar. The rear of the OSCA has a particular affinity with that of the first version (Coda Tonda) of the Alfa, with the treatment of the rear wheel arch, with an emphasised swage line, very similar. The OSCA’s nose profile is markedly bluff in contrast with this part of the bodywork of the Alfa and Lancia. Fully distinctive on the OSCA are the air vent extraction ducts echoing the twin roof bubbles. This aspect brings to mind the Abarth 750 GT Zagato on which similar forms are seen on the engine deck lid. However, that car, being a mid-fifties design, is generally less comparable with the OSCA, Alfa and Lancia. All three are superb examples of Italian styling of the era, the shapes suggesting fast, wind-cheating machines, yet they were created just before the aerodynamic principles of drag reduction and the generation of downforce became better understood and capable of being accurately measured. Around 1960 the formula for a sports car of light weight, compact footprint and small capacity/high output 4 cylinder engine was becoming increasing seen as a preferred option, and the OSCA employed it especially well, but it was also the foundation of the Alfa and the Lancia. All three are true icons of mid-century automotive design.