One Last Fabulous Zagato Abarth - the 750 Record Monza Coupe

Courtesy Bring a Trailer

Carlo Abarth had good reason to have a particular affection for the two words, ‘record’ and ‘Monza.’  As related in the Do Look Back post, Abarth 850 TC and 1000 Berlina - Sixties Supremacy, in ’56 he instituted a World Records programme run at the Monza circuit: Two years later an Abarth 500 achieved a record by covering 18,186 km at an average speed over 7 days of 108.5 kph.  Fiat was impressed!  So impressed that Carlo was able to gain agreement from Fiat that it would make a payment to Abarth for every motor sport victory recorded by a Fiat-based Abarth product.  This arrangement proved to be extremely helpful over many years, primarily in supporting the development of new products and race activity at Corso Marche.  So, in fact, there were over 7,000 ‘reasons’ why the name ‘Record Monza’ should be chosen for the new version of the Fiat Abarth 750 GT Zagato launched in Paris in October ’58 – those ‘reasons’ being the number of win bonus payments eventually made by Fiat through to ’71. 

The 750 GT Zagato had emerged in April ’56.  Performance was reasonable for the era considering the engine’s small displacement, the combination of 47 bhp and a kerb weight of 535 Kg enabling a 0-60 mph time of around 15 seconds and a top speed of about 93 mph.  However, given the Abarth marque’s inherent sporting aspirations, there was no hesitation in work beginning on a faster version.  This was founded on the availability for ‘58 of the Tipo 222 (696 cc) and Tipo 221 (747 cc) engines which incorporated the new twin cam (Bialbero) head designed by Gioachino Colombo.  Both were equipped with twin Weber 36 DCL 4 carburettors.  The 221 engine was rated at 57 bhp, allowing the 750 Record Monza to achieve a 0-60 mph time of 11.4 seconds and a top speed of 109 mph.  Priced at Lit 2,075,000, the model symbolised Abarth’s serious intent in regard to top flight sportscar racing, albeit that it was the succeeding 1000 Bialbero that eventually racked up the victories.  The 1000 model was unveiled in January ’60 with the designation, Fiat Abarth 1000 Bialbero Coupe, featuring the Tipo 229, 982 cc engine and with bodywork devised by Mario Colucci without input from Zagato, (though with several aspects, the single intake engine deck lid for instance, carried over from the Record Monza).  Confusingly, the Automobile Club d’Italia Homologation form for the new 1000 Coupe has the value ‘Coupe Record Monza’ in the field Tipo di Carrozzeria.  Regarding the homologation, Luciano Greggio asserted that following the Record Monza’s launch, ‘a semi-production run of 100 cars went ahead immediately to obtain homologation in the Grand Touring category.’  Though this could be a confusion with the homologation of the 1000 Coupe in March ’61, (whereas the FIA archive for ‘59 does not contain such a document for the 750 Record Monza), the 750 Record Monza began, in Spring ’59, to appear in the list of Abarth race/class victories compiled for administration of the Fiat bonus payments.  The model’s victory count for the year reached 53.  There were 51 in ’60, but by ’61, the 1000 Bialbero had taken over, with 55 wins during the course of the year.  Indeed, by late ’61 the 750 Record Monza had been replaced in effect by a ‘family’ of Colucci’s coupes comprised of the Monomille (single cam), 700 Bialbero and 1000 Bialbero, with bodies made successively by Corna, (immediately following the break with Zagato), Beccaris and, finally, Sibona & Basano.

Stand out 750 GT Record Monza first placings were in ’59: Six Hours, Vallelunga, (Prinoth); Targa Florio, (Prinoth/Carini); Mille Miglia, (Prinoth/Pitscheider); Eight Hours, Lime Rock, (Penske/Callahan); Coupes de Paris, Montlhéry, (Fabi).  In ’60: Six Hours, Hockenheim, (Seidel/Poltronieri); GT Grand Prix, Monza, (Seidel); 500 Kms, Nurburgring, (Castellina/Vinatier); Preis von Tirol, (Fabi); 1000 Kms de Paris (Consten/Condriller).

Surveying extant 750 Record Monzas offered for sale in recent times, several may be considered ‘early,’ indicated as having been built in ’59.  Two have been described as ’57-made.  As seen below, #441205 is certainly a ‘low’ chassis number – every other one I’ve seen is in the range #500000 to #860214.  It is claimed to be ‘pre-production’ and possibly prepared originally as a works race car.  But the date is surely unfeasible – the year of first presentation of the Record Monza being ’58, and the public debut in Paris ‘late,’ (in October).  This car has two features that are characteristic for ’59-made examples, distinguishing them from ’60-manufactured cars – absence of indicator repeater lamps on the front wings and no centrally-located intake aperture in the front valance.  As usually found, the chrome engine deck lid badge script incorporates ‘Derivazione’ in its abbreviated form, ’deriva’ – ‘fiat deriva ABARTH 750.’  The car was offered in February 2025 in RM Sotheby’s sale in Miami and was sold for $78,400.

#441205  Courtesy Classicdriver.com

#534203 is described without any equivocation as being of ’59 production.  Externally it differs from #441205 in having black, rather than bright metal frames for the two small rectangular intake apertures low in the front valance panel.  Also at variance is the engine deck lid badge, which reads, ‘fiat derivazione ABARTH 750.’  In addition, there appears to have been an aftermarket modification to the rear lamp clusters.  As on #441205, these are mounted with vertical orientation in standard specification, but are differently shaped, fitted to the engine decklid rather than the rear of the wings and are horizontally orientated on #534203.

#534203  Courtesy CarsandClassic.com

Bonhams, in handling the sale at Goodwood in July ‘08 of #541508, described it as having been made in ’57.  As Lot 595, the car’s auction description notes do not provide any information that would be a basis for attributing this date and I would be confident that this is in fact a ’59-built example.  This car provides evidence that the front wing indicator repeater lamps, (not fitted on the two cars shown above), were introduced early in the production run, probably around June/July, ’59. This car is fitted with  Campagnolo Abarth alloy wheels, (probably recent recreations given their apparently ‘unworn’ condition).

#541508  Courtesy Bonham's

Another ’59-built Record Monza is #546440.  It incorporates a few unusual features: 1) Currently fitted with an ex-Fiat 850 Berlina 903 cc race engine; 2) Tubular bumpers; 3) Single, Raydyot style front wing-mounted external mirror; 4) Plain, full size bright metal wheel trims.  Also of note is the absence of front indicator repeater lamps.  Offered for sale in 2025 for £64,950. 

#546440  Courtesy CarandClassic.com

The unrestored #550070 was sold on Bring a Trailer in 2025 for $30,000.  While the new owner’s first concern would surely be attention to the bodywork/chassis, this car will be in need of a replacement, original specification Abarth Tipo 221 engine.  The motor then currently fitted is described in the BaT listing:  The non-running Tipo 100.000 inline-four is believed to have been sourced from a Fiat 600 and installed under previous ownership. It is fitted with an Abarth intake manifold and air cleaner along with a single Weber downdraft carburettor.  

Among points of note with the bodywork is the absence of Zagato ‘Z’ front wing badges, engine deck lid badge, front bumperettes and centre grille/shield, missing rear side ‘glasses’ and flared extensions to the rear wheel arches.

#550070  Courtesy Antczak Motors

In late ’58 Carlo Abarth agreed to grant distribution rights in the U.S. East Coast region to the Roosevelt Automobile Company.  This enterprise was the creation of Franklin Roosevelt Jr, son of the former American president.  There was mutual agreement that participation in American motorsport would be an essential aspect of the marketing strategy.  Thus, there was immediate implementation of a plan in which cars would be race-prepared at the factory and shipped to New York, with ongoing race entry and maintenance/repair carried out and funded by Team Roosevelt.  Initially, this involved the supply of four Record Monzas to run in the 12 Hours of Sebring in March ’59.  The outcome was highly successful, the cars finishing 1-2-3-4 in the 750 GT class.  One of them was #550486.  It was sold in recent times – 2014 – by Bonhams for $203,500.  According to the auction lot description notes, this is the Record Monza that carried race number 62 and was driven by Lanzo Cussini and Remo Cattini to 2nd place in class.  Restoration was apparently started in the ‘90s according to Bonhams and by late in the decade it was being raced at Lime Rock in VSCCA historic events.

#550486  Courtesy Bonhams

14th April ’59 was apparently the date on which #555575 was delivered to its first owner in Palermo, capital of Sicily.  Apparently never raced or owned/operated outside Italy, the car was sold in 2019 by Girardo for €115,000.  The front end is notable, being non-standard in terms of an absence of the usual central ‘grille,’ scorpion crest shield and whiskers combination, and of brake cooling duct intake apertures below the indicator lamps.  At the rear, a crest shield badge has been mounted centrally on the engine deck lid above the ‘fiat ABARTH 750’ chrome script badge.  Distinctive on this car are the wheels.  These were made by Ruote Amadori.  Founded in 1950, Amadori was one of the first Italian makers of cast alloy wheels.  The company’s design was chosen by Zagato for fitting so some of the Giuletta Sprint Zagatos built for Alfa Romeo.  The same type was original equipment for the OSCA 1600 GT Zagato – see here.  Also of interest are the seats.  The standard type featured rectangular transverse cut-outs towards the top of the backrest and near to the leading edge of the squab.  In #555575 they have the backrest cut-out, but the squab does not – while it has two buttons in a similar position.  This would appear to identify these as being the lightweight, tubular frame type fitted as original equipment to the Giulietta Sprint Zagatos, as seen below.

#555575  - note Amadori wheels  Courtesy Girardo

Left: Seats in #555575  Courtesy Girardo;  right, as in Alfa Romeo Giulietta SZ, #00008  Courtesy ComtedeFlensburg (BaT)

An example of a Record Monza delivered with racing upgrades – including oversize drum brakes, Zagato racing seats and  Borrani 12-inch bimetal, 14-hole road wheels - from the factory is #556150.  The first owner was Emil Knecht of Zollikon, Zurich, a motorsport competitor with Squadra Tartaruga – a team of Swiss and British drivers, including in its number Rico Steinemann, who became Porsche’s racing and PR chief in ’69.  Later, he was appointed as the editor of the Porsche magazine, Christophorus.  The car was restored circa 2008 and offered for sale in ’13 with an asking price of £150,000.  It is seen racing in-period in the B&W photographs below.

#556150  Courtesy Bring a Trailer

#556150  Courtesy Bring a Trailer

A Facebook post from December ’24 presents details and photographs of #560697, which ‘FIAT ABARTH’ says was manufactured on March 27, 1959.  An extensive restoration process is outlined, with emphasis of a focus on returning the car, as far as possible, to original specification.  This includes features the post states as being exclusive to the Record Monza model: ‘The Jaeger rev counter with a painted redline zone around 7000 rpm, the starter lever with the choke lever removed, etc. are features that are only found on the 750 Bialbero . . .’  These items are seen below, as is the engine bay, an especially attractive feature of the car.  As with #556150, Borrani bimetal wheels are fitted.

#560697  Courtesy Corgys

#560697  Courtesy Corgys

Another Record Monza for which a date of manufacture is asserted is #577535 – 20th April ’59.

#577535  Courtesy Bonhams

Although positively identifying vehicle built in its era is often a complex and difficult matter, a Record Monza tends not to be since it bears multiple ‘tags,’ reflecting the origin of its chassis structure, the Abarth marque itself and the source of the body.  Thus, a car will have a Fiat factory stamping into the chassis sheet metal, an Abarth-fitted plate with stampings for, 1) Tipo, 2) No. Telaio (chassis), and 3) No. Motore (engine) and a body number, assigned by Zagato.  Regarding the later, this will usually be found in various places, including on the underside of internal trim, door apertures and on the windscreen frame under the dashboard.  For #577535, the body number is quoted as being Z47.

#577535 Identifications  Courtesy ClassicDriver.com

As indicated in the third paragraph of this survey, initial racing successes for the Record Monza in ’59 were attributable to the exploits of driver, Ernesto Prinoth.  According to Bonhams’s notes for the recent sale of #577535, Prinoth was its first owner, taking delivery in April ‘59.  It had apparently previously been an Abarth works race car, featuring the 14-hole Borrani alloy wheels and front disc brakes.  It was also suggested, although not confirmed, that it is one of the cars that participated in the Mille Miglia, Targa Florio, and Coppa Sant Ambrosius in ‘59.  The Bonhams sale, in Belgium, October ’19, saw a price of €95,000 realised.

#614316 is said to have been manufactured in July ’59.  In September ’25 it was referenced on the authoritative Fiat Abarth 750GT Zagato Forum.  The post stated that ‘The car currently has an Abarth 850S motor (214) and the original 750 motor is currently being rebuilt to go in the car next year.’

#614316  Courtesy Michael B/Fiat Abarth 750 GT Zagato Forum

Prior to joining Abarth in ’59, Mario Poltronieri had been one of the drivers participating in the legendry world record breaking at Monza.  Subsequently employed by Carlo Abarth, he was mainly a test driver, but he was also involved in the workshop with engine tuning and in the office with Public/Press Relations.  In the days before the volume of cars produced at the ‘old’ Abarth Via Trecate factory premises and subsequently at the new base at nearby 38 Corso Marche, when the staff headcount was small, various tasks were delegated to Poltronieri on an ad-hoc basis – he journeyed to England for example to evaluate Dunlop’s disc brakes and this led to their adoption by Abarth.  Having played a part in the records breaking, it was especially appropriate that Poltronieri should have become the owner of the Record Monza, #711565, once he was  member of staff.  The deal may have come about through his involvement with the car in an experimental/development role since it has been said that the car was originally built as a spider and rebodied as a coupe in ’62. 

#711565  Courtesy AutomotiveMasterpieces.com

In October ’18, Record Monza #780410 was offered in a sale at Padua by Bonhams with an estimate of €120,000 - €160,000.  The auction lot notes included, (it) ‘was comprehensively restored by renowned Italian coachbuilders Faralli of Pisa, Tuscany some 10 years ago, while the overhaul of the mechanicals was entrusted to the Abarth specialist Fallorno of Empoli, again in Tuscany.’  Despite its excellent condition and Abarth Classiche certified status, the car remained unsold.

#780410  Courtesy Bonhams

#780410  Courtesy Bonhams

Probably conducive with its chassis number, #860214 was described at Sotheby’s ’16 London sale as a ’61 car.  It was offered with an estimate of £75,000 - £90,000, but not sold.  Any sales resistance may have stemmed from it being equipped with a replacement, single cam engine.  On the other hand, it is a car with racing history, having most notably been driven by the well known Umberto Maglioli, three times winner of the Targa Florio.

Although the Sotheby’s description incudes an indication that it had, ‘the benefit of Abarth Classiche certification,‘ a non standard engine deck lid (with 8 louvres in the lower area) and absence of a script badge on the panel are evident.  The front valance panel incorporates a central, elliptical intake aperture.  This feature has been seen on no other examples in this survey of extant Record Monzas, except for a believed-’60 made car for which the chassis number is unknown.  Also noted are non-standard B pillar badges, (‘lightning' version fitted in place of the usual ‘flag, ‘RECORD MONZA’, scorpion crest items).  Sliding race inserts are installed in both side windows.  Wheels are Campagnolo Abarth style alloys.

#860214  Courtesy RM Sotheby's

The 850 Record Monza was introduced in June ’59, outdoing the 747 cc model in performance terms with 70 bhp and a top speed of 118 mph.  But the key to Abarth’s ongoing GT racing success was the new 982 cc Fiat Abarth 1000 Bialbero Coupe, (ES 01).  Announced in January ’60, the new car’s Tipo 229 engine gave 91 bhp and was capable of 121 mph.  Initially, it was Zagato-bodied and had the appearance of the 850 Record Monza, but not ‘Z’ badged.  With the establishment of Carrozzeria Abarth, the building of restyled bodies was  re-assigned to Beccaris.  Thus, the Record Monza designation lapsed.  A more detailed account of the transition is found in the Do Look Back post, Abarth's 912 - the Mono Mille GT 

Body Beautiful Off The Shelf: Abarth OT 1000 Coupe/R/S/SS

The 600 model range proved to be a hit in its own right following its introduction in ’59, but within 5 years Fiat was keen to consolidate the success with an improved/uprated new tipo.  Hence, the 850, designated Tipo 100G, which was unveiled in Spring ’64.  A key feature was the larger displacement engine – 843 cc – giving 40 bhp, whereas the 600 had to make do with less than 30.  More power was to come in short order as Coupe and Spyder variants appeared the following year, these equipped with engines capable of 40-45 bhp.  It was immediately clear that the 850 would make an excellent base for a new Abarth type capable of exploiting new technologies to achieve a full range of functional improvements.  At the same time, the styling of the 850 Coupe was good enough to allow the use of its body without aesthetic compromise, obviating the necessity with the previous ‘GT’ models of designing and commissioning hand-built coachwork. 

First available in ’65, the Abarth OT 1000 Coupe was in production until ’69. Motor Sport’s ’67-published road test concluded, ‘The Abarth is faster, quieter and more comfortable than almost any other under-one litre GT car we can think of, and if the price seems a handicap these points should be borne in mind. With good looks and fine economy included, it might make some friends at a retail price of £1,164.’  The magazine quoted an upgraded-since-launch power rating of 68 bhp at 6,200 rpm and assessed tractability as good throughout the rev range despite the performance specification of the camshaft.  0-60 mph was recorded as taking 16.1 seconds, whilst top speed was estimated at 95 mph. 

Then, as now, any Abarth enthusiast would of course have wished for higher performance, especially in regard to the 0-60 mph metric.  So it’s no surprise that faster variants soon emerged: 

OTR 1000 – 74 bhp (and a 95 bhp option for racing), from the #200 engine incorporating the new Radiale cylinder head.  Whereas the OT Coupe had retained the Fiat 850 layout rear radiator, on the OTR it was front-mounted.  Carburetion was by twin Solex C 32 PHH, (single Weber  30 DIC on the OT Coupe).  Gearbox was 5 speed, (4 speed in the OT Coupe). 

OTS 1000 – 202-B engine, quoted a 74 bhp despite a lower compression ratio than used on the #200 unit.  4 speed gearbox. 

OTSS 1000 – OTS with race manifold and carburettors, allowing a 90 bhp power output. 

#53213 is a '65 OT 1000 Coupe sold by Iconic Auctioneers in 2013 for £22,000.  At that time the car had been recently restored and with just under 60,000 Kms on the clock, was in nice condition.  As an example of the ‘basic’ model it has the twin headlamp bluff/aperture-lacking front end. 

#53213  Courtesy Iconic Auctioneers

External badging was restrained – a dummy grill/script to the front panel, a Campione del Mondo badge on the rear quarter panel and script to the rear panel.

Left to right: #53213 Courtesy Iconic Auctioneers; Courtesy Kucarfa; Courtesy UK Sports Cars.com

With its Radiale engine and distinctive front end styling, the OTR was clearly an attention-getter.  Specification was advertised by the factory with publications of the type shown below:

Externally, the OTR’s front end styling indicates the extent of the model’s significantly upgraded power configuration in comparison with the OT Coupe.  The higher output engine required increased cooling capacity/efficiency and this was enabled by the relocation of the radiator to a frontal position behind a chrome grille trimmed air intake aperture.  The radiator’s mounting, as on #067295, is shown to the right below:

Left: #117626 Courtesy Neil Fraser/RM Auctions; right: #067295 Courtesy Sportovnivozy.cz

This car appears to be an exceptional example, having apparently covered only 12,000 miles since new.  RM Auctions reported that it was sold in 2014 for $79,750  It retains the original Tipo 200 engine with its ‘Radiale’ cylinder head, from which the model designation ‘R’ is derived.  Improved gas flow and combustion is achieved in this engine by the combustion chamber form and the orientation of the valves.  Each combustion chamber comprised two overlapping hemispheres, the slightly larger encapsulating the inlet valve, the smaller housing the exhaust valve.  As additional measures of unconventionality, each pair of valves was inclined towards one another and were aligned transversely in relation to the cylinder head.  This arrangement gave rise to a distinctive external shaping of the cylinder head, as can be seen below, left:  A Radiale cylinder head is shown to the right.

Left: #117626 Courtesy Neil Fraser/RM Auctions.  Right - unattributed

Using twin Solex C32PHH carburettors, the Radiale head Tipo 200 engine gave 74 bhp in the production OTR 1000, with race-tuned engines rated at 95 bhp. 

The photograph to the right, shows that the rear is basically unchanged in comparison with the OT 1000 Coupe, except for the script badge, with the inclusion of script indicating ‘OTR.’  As seen below, #117626 is fitted with non-standard, magnesium alloy Campagnolo wheels.

Courtesy Neil Fraser/RM Auctions

Seen below, the later (’67 first registered) #133508, is on Borrani Fergat steel rims:

Courtesy Abarth-Germany.de

In January 2015, #112404 was offered for sale by Bonhams, with an estimate of US$70,000 - US$90,000.  Brand new, it was exported to the U.S. where it was sold in ’67 to John Mitchell, who was working for an Italian-specialist dealer in Lancaster, Pennsylvania.  Mitchell was an enthusiastic amateur racer and he used the cars for track and hillclimb events.  Subsequently, the car found its way to Australia, where it was subject to full restoration in 2006.  The auction lot description notes that the car is equipped with a four speed gearbox – a replacement presumably since a 5 speed was specified for the OTR.  Various websites have published performance data for the OTR 1000, but the accuracy may be especially in question because a 4 speed ‘box is usually indicated, whereas the factory specification sheet (12-’64) provides ‘5 speed + RM,’’ with a  final drive ratio of 4.1 : 1.  With a 4 speed unit indicated, automobile-catalog.com quotes 0-60 mph in 10.5 seconds and a top speed of 117 mph.  The factory’s figure for the latter was 108 mph.

Courtesy Bonhams Cars

A further model was developed for racing, the OTS 1000.  In effect an OTR but serving as the Group 3 race-homologated variant. Although some sources indicate that the OTS boasted 74 bhp, a 68 bhp output was also indicated and is probably more realistic as the engine did not incorporate the Radiale head.  The factory sheet records the same Solex carburettors as on the OTR, though the homologation paperwork refers to either the Weber 36 DCL 7 or 30 SIC 1.  Another factory publication cites the Weber 30 DIC as the specified carburettor type.  The top speed was a little higher at 112 mph.  Page 1 of the homologation papers set is shown below:

Race Cars Direct handled sold a ’66-registered OTS, #43313, in recent times.  The car was advertised with a sale price of £32,950.

Courtesy Race Cars Direct

This is another OTS - #067295, located in the Czech Republic.  The relatively ‘simple’ non-Radiale engine is shown, centre, below:

Finally, the OT 1000 could be ordered to SS specification.  With a special manifold and further upgraded carburetion, this was intended for amateur racing customers and was priced at 1,330,000 lire .  There is a lack of certainty as to whether or not the OTSS was a specific model in its own right – I have not seen an example with ‘OTSS’ script badge applied to the rear panel. 

In February ’69 a second series of the OT 1000 Coupe was introduced.  This model is largely undocumented and I have not so far discovered an image in order to identify and changes which might have been made to the bodywork.

 

As with many Italian cars of the era, the number of OT 1000s (Coupe, R,S,SS models) is unknown.  Some sources talk about 30-40 OTRs, but then refer to the discrepancy in numbers required for homologation (50), (suggesting that Carlo ‘fiddled’ the FIA inspection at Corso Marche), so one must wonder whether everything is based on misunderstanding, given that the model homologated was the OTS, not the OTR.

Small Scale Style from Scaglione

During the late 19^th and first half of the 20^th centuries, Neckarsulm Strickmaschinen Union – NSU – dabbled with automobile production, but was mainly known for its motorcycles.  However, a more concerted fresh new start with cars began in 1957 with a model type named Prinz.  A small saloon, the Prinz was powered by an air cooled, rear located 583 cc twin cylinder engine.  A distinctive feature of the NSU twin was its utilisation of a connecting rod driving the overhead camshaft from the crankshaft.  The system, known as ‘NSU Ultramax,’ clearly had reliability/durability advantages compared with the more usual chain, gear or belt drive, but would have added to costs somewhat significantly. (See here).

Despite the limitations of its size and small capacity powertrain, the Prinz was successful in terms of sales, with about 95,000 units made in the period ’57-’62.  Not quite a microcar – more a super-compact - it met the needs of a large, city-dwelling demographic seeking economic motoring.  Such owners had no need for full four seat capacity for lengthy journeys.  The ‘economy’ criterion was met by the Prinz being a car that cost all of £425 brand new.  But, as throughout the history of automobile manufacturing and marketing, modesty is never absolute and it wasn’t long before designers at Neckarsulm were doodling sporty body shapes over the basic Prinz platform.  After all, Volkswagen had not long ago put a sports coupe body jointly developed by Carrozzeria Ghia and Karmann GmbH onto the Beetle chassis, and the resulting car had proven an aesthetic and commercial success.  NSU turned to another fast-developing carrozzeria to explore a similar project.  This was Bertone, where Nuccio, son of the firm’s founder, was intent on modernising and expanding its operations, especially in terms of vehicle assembly in addition to body styling and construction.  And Bertone had been benefiting since ’52 by having the talented stylist, Franco Scaglione, in-house.  Scaglione was at the time riding a crest of success and acclaim through his recent work for Alfa Romeo, (the startling Berlinetta Aerodinamica Tecnica (BAT) concepts, the Giulietta Sprint and the Sprint Speciale), Abarth and Aston Martin.  Confident and adventurous, Scaglione drew a distinctively attractive fastback body which the NSU management found very much to its liking.  Little wonder as Scaglione had flattered the executives at Neckarsulm by presenting them with the opportunity to market a Prinz that had a similar look to the glamorous Maserati 350 GT Bertone which was on his drawing board around the same time.  The Sport Prinz was first presented at Frankfurt in ’58, with series manufacture and deliveries beginning in ’59.

Left: Sport Prinz; right: Maserati 350 GT – both by Scaglione

According to most sources, Bertone built the first 250 Sport Prinz bodies in the Carrozzeria’s Grugliasco workshops near Turin. This operation was then transferred to the firm of Drautz, conveniently also located in Neckarsulm.

From the outset until ’62, the 583 cc engine with Bing carburettor was rated at 30 bhp DIN (or, claimed, 36 SAE), with torque at 42 Nm.  The car’s kerb weight was quoted as 530 Kg, allowing a top speed of over 80 mph, though the 0-60 mph acceleration time was over 20 seconds.  However, being nimble and handling well, the model was to be seen on race circuits in 1960 and with some success, for example at the Nurburgring in September, where Siegfried Mullers and Bernd Degner were GT600 class winners in the 500 Km. 

In ’61 two cars ran in the Monte Carlo Rally. Eugen Schaefer/Henri Benveniste’s #116, which finished 60^th, is seen below:

Courtesy Getty Images

The second car, in the hands of Jose Behra/Jean Berges, was an excellent 8^th . 

During 1960/61/62, SCCA racing in the U.S, saw Sport Prinz participation from time to time, notably with Alfred Zantzinger at the wheel.  At the Sebring 12 Hours in ’61, Fred Fischhof and John Eisenhauer took the GT600 class honours.  Remarkably, in June ’63, six Sport Prinz entries were seen at the Nurburgring 6 Hours, a round of the European Touring Car Challenge.  Most successful was the Isar Racing Team car driven by Ernst Hamberger and Manfred Gieth to 1^st in the up-to-600 cc class – indeed, the model recorded a 1-2-3 finish at this arduous event.  The winning car is #8, centre, in the photograph below.

’63 Nurburgring 6 Hours Courtesy Holger Vogel

A few weeks later, Hans Braun won the same class at the ETCC round at Zandvoort.  In the Tour de France, Sport Prinz cars were 2^nd and 3^rd in class.  There was some Sport Prinz representation at the major hillclimb events at Rossfeld and Mont Ventoux in ’64, while Christian Chauvin was class winner at the ’65 running of the Coupes de Paris. 

The Sport Prinz was the subject of a road test report in the November ’60 issue of Motor Sport magazine.  Comments included: 

(The engine) . . . idles unevenly but once under way smooths out, although the noise is still very reminiscent of a two-stroke engine.  The gearbox operates in the rather disconnected way of so many rear-engined cars, and the synchromesh tends to obstruct gear selection, especially in first gear.  To obtain good downward gear changes it is advisable to double-declutch, a manoeuvre which is aided by reasonably sensibly placed pedals. With 36 b.h.p. to move just over 10 cwt. along, the acceleration is more than brisk and the Sport Prinz will certainly never get in the way of other traffic.  Normal cruising speed is an indicated 60 m.p.h., while the needle will swing round to 80 m.p.h. on a slight downgrade, and a more fully run-in car (our test car had covered 1,500 miles) would probably reach the claimed 85 m.p.h. top speed. Remember, this car has a capacity of 583 c.c. ! 

On first acquaintance handling appears fussy but this is due to a combination of fairly firm suspension and rack-and-pinion steering having only 2.4 turns lock-to-lock. When the driver becomes more accustomed to the car he begins to fling it about in complete confidence, and although the Sport Prinz oversteers quite strongly it is difficult to make the rear end break away. 

On the open road it becomes a very pleasant car to drive . . . cornered with great verve . . . it is possible that the claimed 47 m.p.g. could be reached if a less aggressive driving technique was employed. The brakes of the test car required quite heavy pedal pressures and fade could be induced after two or three stops from above 60 m.p.h., but in normal use they appeared to be adequate. 

Rather expensive in this country the sporting version of these interesting economy cars from Neckarsalum will obviously find a limited market, but the man who wants to own a car of individual character could well consider the Sport Prinz. 

The magazine’s observation about expense was driven by the test car being priced at £970 – nearly twice that of the Prinz saloon.

 

An early-production (probably ’60) survivor is #4102499, sold for restoration in September ’24.

Courtesy Hagerty - RacineJoe

Two other ’60-made cars have featured in recent media coverage.  Another red one, chassis number unknown, is owned by a resident of Foley, a town to the North West of Minneapolis, U.S.  The owner’s experience with the car and details of his restoration work can found at https://www.oldcarsweekly.com/features/car-of-the-week-1960-nsu-sport-prinz.

Courtesy Active Interest Media

Another, again finished in red, was recently photographed as body/paint restoration was concluding.  Location of this one was Astoria, New York, U.S.

Courtesy Peter Kumar

The quality of classic car restoration standards has benefitted from technological advances in recent years, with some stunning results to be seen at the premier international concours events.  At the same time, an appreciation of ‘naturally aged’ cars and their patina has gathered momentum, generating interest in preservation as a principle just as valid as craft/artisan based restoration.  For those liking patina-porn, the ’62 Sport Prinz below will surely prove attractive.

Courtesy Wannenes

The ’63 #4112286 displays the various badges/plate in rather better condition:

Courtesy Artcurial

The car was sold by Artcurial in ’21 in Monaco for €7,748.  This was below an estimate of €10-15,000.  It appears to be in reasonable, usable condition, but the winning bidder was no doubt anticipating the need for substantial expenditure on a thorough restoration.  This would likely be fully justifiable given that the car apparently has no areas of very serious deterioration.

Courtesy Artcurial

Produced the following year, #4122861 was offered by Osenat (Fontainebleau, France) in 2013 with an estimate of €5-7,000.  A successful, above-reserve bid was however not recorded.

#4122861 Courtesy Osenat

Also a ’64 Sport Prinz, #4113783 was offered at auction in 2023, but the highest bid, €11,500, was short of the reserve.

#4113783 Courtesy Classic.com

#4117939 is unusual in being right hand drive.  First registered in the UK in ’65, it was apparently built to a factory ‘GT’ specification which included front discs and a reprofiled camshaft.  Much later, around ’08, a subsequent owner had the engine replaced with a 4 cylinder NSU unit.  At the same time chassis improvements were made and competition-use modifications – including a roll cage – were carried out.  There are also some bodywork alterations, most notably to the engine deck lid – Abarth GT style - to allow greater air intake/circulation for cooling purposes.  Engine performance is significantly increased at 52 bhp with peak torque of 53 lbs/ft.  Despite these various modifications and expenditures, the car made just a modest £6.900 when sold at auction in February ’24.

#4117939 Courtesy Manor Park Classics

In contrast, #4119347, a ’66 car, appears to be a good example of a Sport Prinz in preserved standard specification.  Bonham’s lot description for its auction sale in ’18 includes the statement, ‘(the car was) comprehensively restored in 2004, though the interior was in such good condition that it was decided it did not need renovation and as a result possesses a lovely patina.’  It was estimated to sell for €18-25,000 but the reserve was apparently not reached.

#4119347 Courtesy Bonhams Cars

Another inconclusive auction involved the ’67-manfactured #4118719, offered on Bring a Trailer in ’20.  High bid – unsuccessful – was $9.400.

Courtesy AaronCCG, BaT

 

The engine bay and front trunk of this car are in particularly pleasing condition:

Courtesy AaronCCG, BaT

Of the same age, #4117627 made for a more successful auction lot when offered also on Bring a Trailer in September ’20, selling for $16,040.

#4117627 Courtesy 246dinoguy, BaT

As with the immediately preceding car, a clean bay allows a good view of the engine’s simplicity and the ease of accessibility for service/repair work.  Given the modest power output, the deployment of twin coils – seen at the bottom of the photograph, might seem somewhat ironic!

#4117627 Courtesy 246dinoguy, BaT

Another ’67 car is #4121650 and, like #4117939, is right hand drive and used in the early years of the century for some historic rallying, though without any serious competition-related mechanical or bodywork modifications.  The car was sold in ’18 for £5,060.

#4121650 Courtesy Brightwells

Once again, a rhd/’67 Sport Prinz, #4121694 was sold in ’21 by Iconic Auctioneers for £8,769.  No other details are currently available, though the car appears to be in good, running condition, as seen below:

#4121694 Courtesy Iconic Auctioneers

The latest-made, (’68), car of which I have a photograph is #4122062.  In describing the car for a sale in July 2012 of cars owned by the Prince of Monaco, Artcurial included a note about the interior: (It) 'has not been touched and offers all its period freshness, with its impeccable carpets, its two-tone cloth and leatherette seats with white piping, its delightfully sporty dashboard nicely painted, the steering in black bakelite with circular chrome-horn, chrome door handles and bellow-like door pockets.’  The hammer price realised was €25,023.

Courtesy Artcurial

As seen in this survey, the NSU Sport Prinz does not generally command high values in the current classic car market.  A clear limitation is the modesty of motive power type since this not only makes for a vehicle with limited dynamic characteristics, but also robs it substantially of technical interest.  However, whilst the provenance, (ownership by the Monegasque monarchy), of #4122062 was no doubt a positive contributing factor, the price realised for this vehicle indicates the potential for well-preserved/original specification examples.