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.

Alfa 33 - In the Beginning

Quitting when you’re ahead has always been a difficult decision to take.  Jackie Stewart managed it in 1973, but how many other drivers have hung on too long, meandering down grid order and shedding much of the lustre they’d worked so hard to establish in the early days of their career?  Alfa Romeo did bow out at the top, in 1951, having won the F1 World Championship that, and the preceding, season.  But 10 years later, having stepped up its production capacity, the company was in need of the marketing momentum provided by successful association with top-flight motor sport.  At the same time, a group of people were quitting another famous Italian car manufacturing house - Società Esercizio Fabbriche Automobili e Corse . . . i.e. Ferrari.  Several key engineers were fired by Enzo Ferrari for insubordination in a dispute over management authority.  Two of these men, Carlo Chiti and Giotto Bizzarrini, would be of the utmost importance in the process by which Alfa Romeo would achieve its sporting ambitions.

Fig.1. Ferrari, Chiti and Bizzarrini.

Courtesy Rosso Automobilii

Chiti and Bizzarrini were at work in 1962 at the newly formed, Count Giovanni Volpi-funded, Automobili Turismo e Sport, (ATS), determined to show Ferrari what he’d lost in dismissing them.  Thus, their initial focus was on the creation of a Formula One car to rival the Championship-winning F156 ‘Dino,’ powered by a 1,494 cc V8 engine intended to outdo the 120° V6 Chiti himself had designed for the Dino.  The car, Tipo 100, was raced at just five Championship events in the 1963 season and was notably unsuccessful.  However, the engine provided the basis for a larger capacity version which ATS required in order to build the road car that would be needed for the generation of profit and thus funding for future racing activities.  In a bold move, with the aim of maximising the appeal of the new car, that engine, with a capacity of 2,468 cc, was located in the central position, only the second production road car featuring this configuration; (the first being the Rene Bonnet Djet which first appeared in mid-1962).  In its original iteration, the ATS engine produced 220 bhp, and with the car weighing around 800 kgs, performance was good – 0-60 mph in 5 secs and a top speed of 150 mph.  However, the ATS 2500 GT, despite its sporting attributes – and there was an even quicker GTS version – and attractive Scaglione styling, was not a sales success.  Between its launch in April 1963 and the company’s financial failure some 20 months later, only 12 cars had been manufactured.

Fig.2. Left to right: ATS F1 engine (Phil Hill driving). Courtesy Pete Lyons; ATS 100 (Baghetti at Zandvoort, 1963). Courtesy F1-photo.com; ATS 2500GT engine; ATS 2500GT. Both courtesy Autoneuroticfixation-com

Meanwhile, at Alfa Romeo, Orazio Satta Puliga and Giuseppe Busso had been charged with responsibility to determine the best form of elite motor sport in which the company should now participate.  Their view was that sports prototype racing was the most appropriate, offering a direct emotional and technical link to the type of road cars for which the Marque was most renowned.  While this planning was developing, the entire organisation was under considerable disruption and stress, since the completion of the new factory at Arese and the transfer of production from Portello had been in progress since 1960.  CEO Giuseppe Luraghi took the view that this situation would make it difficult for an internal sporting department to be fully effective – what was needed at that point was something similar to what Scuderia Ferrari had offered so successfully pre-war.  Such a thing was found – in Udine, far to the east in Northern Italy, where Chiti together with Ludovico Chizzola had founded Autodelta in the wake of the collapse of ATS.  Naturally, Chiti was keen to impress Luraghi and thus took a strident line when making an initial review of Satta and Busso’s proposals and tentative prototype work.  He suggested he could take a different approach and achieve rapid progress.  Consequently, Progetto 105.33 really got underway as Chiti’s vision of a Group 6 open sportscar with a  two litre engine.  Where Satta/Busso’s early experiments had utilised the twin cam 1600 cc inline four cylinder as deployed in the TZ1, Chiti favoured a V8, and in his head, and on-paper, he had a design ‘ready to go,’ from his recent work at ATS.

Fig.3. Chiti’s V8 for the 33. Courtesy Supercar Nostalgia

With the enhanced resources now available to him, Chiti was able to improve on his ATS-branded design.  In its launch form it was a four cam with induction by four Weber 46 IDF2 carburettors and set up for – though not initially equipped with – twin spark ignition.  Power output from the 1,995 cc capacity in early 1967 was around 250 bhp.  The chassis was a carry-over from the Scarabo concept car.  Fabricated by the specialist firm, Aereaonautica Sicula, it was composed of three main elements rivetted together – a pair of stout, tubular aluminium longitudinal members/centre crossmember, with a magnesium front crossmember and transverse rear suspension carrier.  Drawn in-house at Autodelta, the body was fabricated in fibreglass and was distinctive in featuring a domed windscreen and large air intake tube above the engine deck, giving rise to the nickname for the car – ‘periscopica.’  Its weight was 580 kgs.

Fig.4. 33/2 chassis frame. Courtesy Vladimir Pajevic Archives

Testing was entrusted to Teodoro Zeccoli, initial mileage being accrued at the Alfa Romeo Balocco test track, midway between Milan and Turin.  At a further session, with chassis #002, at the Monza circuit, Zeccoli had the misfortune to crash heavily in the cold, grip-limited conditions of a January morning.  Owing to fire on top of the impact damage, this car was written off.  Nevertheless, the design – designated model 33/2 – had shown itself to be effective and capable of competitive lap times.  So it was presented to the Press on 6^th March at Monza.  Luraghi made a point of attending, signalling the importance of the car in its role of re-establishing Alfa Romeo’s commitment to motor sport at World Championship level.

Fig.5. 33/2 as presented at Balocco, March 1967.

Courtesy Centro Documentazione Alfa Romeo, Arese

Immediately after the Press launch, chassis #001 was transported to Belgium and made the 33’s maiden race appearance at a hillclimb south-east of Liege.  The event was held at the Course de Côte de Fléron.  Zeccoli achieved the fastest time overall, outperforming a 5.0 McLaren M3A and 2.7 Brabham BT23B, 2^nd and 3^rd respectively.

Fig.6. #001/Zeccoli at Fléron, March 1967. Courtesy Centro Documentazione Alfa Romeo, Arese

For the 33’s first circuit race, the 12 Hours of Sebring, (The Alitalia Airlines Trophy), 1^st April 1967, Autodelta entered 3 cars, although one – for Giacomo Russo and Enrico Pinto - did not appear.  At this point, Lucas fuel injection was under evaluation and said to be giving 270 bhp – around 20 bhp more than available with Webers.  In practice, the 33 of Andrea de Adamich and Zeccoli (#004) qualified 9^th, and fastest, in the 2 litre class.  This performance was especially significant – and encouraging – since it bettered that of the two factory Porsche 910s, (a model which had already benefitted from over six months more development than the 33), and three Ferrari Dino 206 S entries.  Less successful was the second chassis, (#005), driven by Nanni Galli and Roberto Bussinello, down in 21^st.  In the race it was an early retirement – after just 36 laps – as a result of ignition system failure.  The de Adamich/Zeccoli car ran to one third distance before dropping out with suspension trouble.

Fig.7. #004 (de Adamich/Zecolli) at Sebring, April 1967.

Courtesy Primotipo Files

Soon after, three 33s were shipped to France for the Le Mans test weekend.  One of the cars featured the first Tipo 33 variant body – a long tail, and on which the ‘periscope’ was deleted, with speed and stability on the Mulsanne Straight being the objective.  The configuration proved effective, with de Adamich able to wring the 10^th fastest lap (and make it the quickest 2.0 car) from it.  The other two cars were as run at Sebring, with Bussinello in 12^th – 2^nd in the 2.0 class – and Zeccoli, in a brand new chassis, 25^th overall.  So, once again, despite their still relative newness, the 33s were proving fully competitive.  Clearly, the focus now required was on improving reliability, especially with the 24 Hours race in mind.

Fig.8. Longtail 33/2 in which de Adamich recorded 10^th fastest time at Le Mans test.

Courtesy Patrick Dasse/Martin Übelher

Four cars were entered for the Targa Florio run on 14^th May.  There were some minor body detail variances – mainly involving openings/ducts for cooling air intake – but no distinct alternative forms as had been seen at the Le Mans test with the longtail.  In practice, in car #170, de Adamich, (partnering with Jean Rolland), recorded the 6^th fastest time.  This seemed quite promising since, over the 45 miles lap, Nino Vaccarella’s (Ferrari 330) pole lap was only 1 minute, 34 seconds quicker, despite having twice the engine capacity.  However, the Autodelta team was soon feeling considerable concern for the cars’ race-length reliability because gear selection was problematic and, most ominously, three front suspension breakages were experienced. 

In the race, de Adamich carried through his practice pace, running 2^nd overall until yet another suspension failure occurred, putting the car out with 7 laps (of 10) completed.  Car #190 of Jo Bonnier and Giancarlo Baghetti succumbed to the same fate, but much earlier, needing to be retired on lap 2.  In #200, Nino Todaro (partnering with Russo) left the circuit on lap 7, damaging the sump with terminal consequences.  The fourth car, #192, driven by Galli and Ignazio Giunti, did keep going to the finish, but was unclassified.  To some extent that car’s lack of pace was due to excessive heat affecting the ignition system – another problem that had been encountered earlier in the year – at Sebring, for instance – and indicating that further modifications to the air intakes needed to be developed.

Fig.9. 33/2 of de Adamich/Rolland refuelling on the Targa Florio.

Chiti is seen on the far left. Courtesy Schlegelmilch.com

Next up was the 1000 Kms of Nurburgring – another track which would present a severe challenge to the robustness of the 33’s suspension.  The lead chassis, of de Adamich/Galli, failed the challenge, its suspension breaking on lap 18, though it had run as high as 9^th, (against heavy Porsche competition, especially in the form of the 910 model).  This was a compounding of disappointment for this pairing, its intended race chassis having been damaged beyond immediate repair in a practice session accident.  However, some compensation was provided by Chiti’s decision to let de Adamich and Galli take over the car struggling down the order in the hands of Bussinello/Zeccoli, a move vindicated when it was seen to have reached 5^th place at the finish.  But no exuberant celebrations were appropriate in the Autodelta pit, a DNF being recorded for the 33 of Russo/Baghetti, (gearbox).

Fig.10. Autodelta team in the pits at the Nurburgring 1000 Kms.

Courtesy Accursio Cassarino/Primotipo.com

Although there was clearly a need to find solutions for the suspension fragility and distributor overheating issues, Chiti diverted some focus to the 33’s aerodynamics.  It was determined that the high ‘periscopica’ intake was causing problems, disturbing the flow of air to and over the rear deck, whilst at the same time helping to create lift at the front axle.  As a result, at the cars’ next major event appearance – at Mugello - they sported a new longtail which promised not only improved stability but also a higher top speed potential.  This race itself however did not see these objectives proven – all three cars entered retired after just 3 laps (of 8).

Fig.11. New tail for the 33/2 at Mugello

No 33s were seen again in 1967 at the remaining World Championship meetings, though a one-two was scored at the non-championship race at Vallelunga in mid-October.  Autodelta’s priority was to make improvements, with the emphasis on ensuring better reliability.  In their maiden season the cars had shown many good attributes and were certainly able to be fast enough at all the various circuit types.  The suspension failures in particular however had been far too severe and frequent, and had caused several retirements.  Pressing though the need was to resolve such shortcomings, Autodelta was at the same time required to provide time and resources to the development and production of the Stradale version.

Fig.12 Early 33 Stradale. Courtesy Centro Documentazione Alfa Romeo, Arese

Mirror, Mirror, on the Door

In 1979 I was in my eighth year at BMW Concessionaires GB, still revelling in driving the Bavarian cars, especially the 2002 Tii and 3.0CSLs. When I had started at the UK national base on the Chiswick High Road, not that many people, especially outside London, even knew what B M W stood for, let alone had driven one. On my first visit to the Munich factory, a senior executive, talking about the marque’s future, said that there was an aspiration to design and build cars with the character and performance of those built in Arese; (Mercedes were dismissed as being ‘old men’s’ cars). By ‘79, most people were well aware of BMW, and many longed to own one, so successful had the marketing been throughout the decade. And with sales ever-growing, by 1979 the UK operation was to be reconfigured as a factory-subsidiary company with a brand new, purpose-built headquarters in Bracknell. How fortunate for me – I happened to live just a few miles away and had been getting increasingly fed-up with the daily commute from there into West London. But when I was a boy, one of my most favourite possessions was my copy of The Dumpy Pocket Book of Cars and Commercial Vehicles. The most thumbed pages of that little volume were the two showing and describing the products of Alfa Romeo. I was especially intrigued by the Giulietta variants, though how I pronounced that model name in my head was far from what an Italian would be expecting. That Sprint Speciale model! It made a huge impression on me, the trigger for a lifelong devotion to the Milanese make. So, when I received an invitation to join Alfa’s UK operation, I didn’t hesitate. Industry friends and acquaintances, especially the several whose ambition was to work for BMW, thought I was completely barmy. After the first week of my new commute – now into Edgware Road and through even more congested roads – I began to wonder if they were right.

But, in fact, my sanity was well protected – right from Day-1 I found myself elated by the cars to which I now had access, not least my personal allocated Alfasud 1.5Ti. With the windows down, and revving up to the red-line, the rasping note of that car’s exhaust was nothing less than life-affirming. And for the next 13 years I saw and drove a great many Alfas, in England and in Italy. Nothing unexpected if I say that the Sprint Veloce, Alfetta GTV6, Alfa 75 3.0 and SZ were particularly intoxicating, both to drive and ogle. Though already rare by the time of my joining, I also adored the Junior Z, Giulia GTV and Montreal. In an all-time Alfa beauty parade you would have to add to these the Alfa 33 Stradale, TZ1 and Sprint Speciale. But, for me, the most perfect of them all is the Giulietta Sprint Zagato.

The Giulietta model had debuted in ’54 in Sprint form. Styled at Bertone by Scaglione, the Alfa Sprint Veloce was both good-looking and also competitive on the race track. In ’56 a driver badly damaged his racing Sprint Veloce and decided to ask Zagato to restore it as a ‘one-off’ rather than just rebuild it. The result was a car looking quite similar to the SV, but with body panels in aluminium.

1958 Giulietta SVZ – Courtesy of Sotheby’s

Both the owner and Zagato liked the result, the Carrozzeria enough to decide to use it as the basis for a new model, the SVZ.  Between ’56 and ’59, Zagato built (as conversions of Sprint Veloces) 16, (some say 18), SVZs.  The good reception of the model spurred Alfa Romeo to the decision to commission Zagato to series-produce the SZ.  Envisioning a good level of demand and more substantial sales, it was agreed that instead of having to dismantle a Sprint Veloce as the basis for each car, the factory would supply just the basic chassis platform to Zagato. 

This post is primarily intended as an introduction to the Giulietta SZ for those not already familiar with it.  It is not an exhaustive history or explanation of the model.  For that purpose there is nothing better than Marcello Minerbi’s superb book, Alfa Romeo-Zagato SZ TZ, (1985 La Mille Miglia Editrice).  Some of the information and images reproduced here stem from that source, (marked ^MM).

The SZ was first shown to the public at the Geneva Motor Show in March ‘60.  It would continue in production until ’63.  204 examples were built, of which 30, at the end of the run, featured a revised body shape with a ‘chopped’ tail – these are referred to as the ‘Coda Tronca’ version and to my eye this design is less harmonious.  The initial version has a rounded rear section, ‘Coda Tonda,’ and it is this that I say is the most beautiful Alfa of them all! 

In May 2019 Sotheby’s sold a set of original Zagato blueprints which included this of the SZ Coda Tonda:

These photographs^MM show an SZ under construction in the Zagato works on Via Giorgini, just a little further North West from Milan than Alfa Romeo’s factory at Portello:

This is an Alfa Romeo Press Photograph of the SZ on launch:

The Giulietta SZ proved to be a very successful car on the track.  Marcello Minerbi lists 55 outright/class wins in significant race events, ’60-’63.  Included were 3 class wins in the Targa Florio and 2 overall victories in the Coupe des Alpes. It was also the winning car in the Italian 1300 GT Championship in ’60, ’62 and ’63.

Recently offered/sold SZs include these gems:

Chassis number 31, by Kidstons

Chassis number 34, by Sotheby’s

Chassis number 37, by Bonhams

Chassis number 43, by Gooding & Co

Chassis number 107, by Bonhams

Chassis number 144 by Howard Wise Cars

Finally, this collage shows that the Giulietta SZ Coda Tonda is one of those (rare) cars that looks absolutely perfect from every angle: