A Fast and Nimble Camel?

Lancia introduced its new Appia model in 1953.  Powered by a 1.1 litre, 10° version of the marque’s V4 engine, the initial variant was a four door Berlina.  In Spring ’55, the model was significantly updated.  The improvements included the adoption of a platform type of chassis.  This opened the possibility of carrozzeria-built variants to extend the range.  To explore the potential, Lancia supplied a number of chassis to various of the Italian carrozzeria in late ’55.  As a result, Zagato was able the following April to present its version at the Turin Show.  This car, with chassis number 812.01.1005, incorporated Zagato’s signature body-form cues in terms of twin roof bulges and echoing reiterations of these in the bonnet and boot panels.

Lancia Appia GT Zagato prototype, 812.01.1005.  © IXO Collections SAS © Lancia D.R.

Lancia itself was not at first especially taken by Zagato’s interpretation – preferring to ‘approve’ a drophead by Vignale and a closed coupe by Pinin Farina.  Zagato, however, decided to pursue a programme of its own, believing that its coupe could prove especially attractive to the ‘gentlemen racer’ type of customer the Carrozzeria had already engaged with for its sporting versions of models made by Alfa Romeo, Abarth, Maserati and OSCA – for here was a felicitous compounding of positive features, Zagato’s method of construction not only allowing the creation of aerodynamically efficient/attractive body styles, but also, in combination with the use of aluminium, enabling very light kerb weights, further enhancing performance capability.

Six Phases: 

As a result, production of the Appia Zagato went through six phases, with a total of around 700 cars being built.  The phases were: 1. ’56 ‘Cammello’ Prototype;  2. ’57 GTZ Pre-production;  3. ‘57 GT and GTS models;  4. ‘58 GTE;  5. ’59 GTE2;  6. ’61 Sport.  Production ceased in January ’63.  The cars were built on the Appia Berlina second series chassis until the advent of the GTE2 version in ’59 when the third series chassis was made available to Zagato.

 

The Cammello was readily recognisable in addition to the roof, bonnet and boot humps by its open headlamps, deep front intake grille, quarter bumpers, rear wing-top fins and circular style wheel arches.  The Phase 2 cars featured multiple variations in body specification but generally had roof humps, raised rear haunches, shallow front grille and straight-top style wheel arches.  An example of the Phase 2 body style is shown below:

Phase 2 Pre-production GTZ, 81201.1026.  Courtesy Gino Giugno/Actualfoto SRL

My category ‘Phase 3,’ embraces the cars designated GT and GTS.  These had variations appropriate for the former being a ‘stradale’ type, whereas the GTS, intended for competition use, was equipped with a tuned version of the V4 engine, giving 3.5% more power, at 59 bhp.  Inconsistencies remained the order of the day, the GT usually not having a humped roof, while the GTS usually did.  A GT, 81201.1176, is shown below, the open headlamps, straight-top wheel arches and rear fins being clearly evident.  However, whilst the overrider elements are in place, the front bumper bar is not fitted.

Phase 2 GT, 81201.1176.  Courtesy Gino Giugno/Actualfoto SRL

The contemporary GTS, 81201.1142, seen below, illustrates the differing nose profile around the headlamps, absence of rear haunches/tail fins and relocation of indicator lamps to the front wings.

Phase 3 GTS, 81201.1142.  Courtesy Gino Giugno/Actualfoto SRL

November ’58 saw the launch of the Esportazioneversion, ‘GTE.’  Not only was this a more consistently specified and built product, but it was also officially a regular model within Lancia’s range, no longer classed as a carrozzeria’s ‘special.’  The 52 bhp engine was the usual power unit fitted.  The body became more standardised, key features being flat roof, elongated nose with faired, covered headlamps, front and rear full width bumpers, (often with overriders), no rear fins, rectangular front indicator lamps and the rear light cluster noticeably recessed.  ’59-registered 81201.2533 is shown as an example GTE below:

Phase 4 GTE, 81201.2533.  Courtesy Lawrence Romanosky

The GTE’s production run was a short one.  A second series was introduced within 6 months and would remain in production for three years.  Its main significance was its foundation on a new, third version of the Appia chassis.  There were a number of mechanical enhancements, most importantly, a more efficient braking system, and, from ’60, standardisation on the 59 bhp engine.  The GTE2 was identified by the new type number, 81203, of which 167 were powered by the 52 bhp V4 and 134 were built with the 59 bhp engine.  The usual, (though with some exceptions, as below), headlamp form reverted to the open type, necessary to meet new regulations in Italy and also as appropriate for the U.S., a market becoming of increasing importance thanks to the model’s advocacy by the New York importer who had also pioneered the market for Porsche, BMW, Alfa Romeo and Abarth, Max Hoffman.  The example below, 81203.5053, was sold at auction in August 2024 for £28,688 in unrestored condition.

Phase 4 GTE2, 81203.5053.  Courtesy Iconic Auctioneers

The Appia Zagato’s final iteration was the Sport, model 81205, produced from ’61 to ’63.  (Production years/Chassis numbers were: ‘61/#1001-#1090; ‘62/#1091-#1200).  Improvements over the GTE/GTE2 were both dynamic and aesthetic, the former particularly helped by a wheelbase reduced by 6% (to 2350 mm).  The increased nimbleness this allowed was also supported by a 200 mm reduction in overall length, and the car was also slightly lower and less wide.  This all made for a more svelte and elegant Appia Zagato.  The relatively subtle styling revisions which brought this about were the work of Ercole Spada.  At just 23 years of age, he had joined Zagato in early ’60 and within his first 12 months there he was responsible not only for the Appia Sport but also for the Aston Martin DB4 GTZ, Alfa Romeo Giulietta SZ and OSCA 1600 GTZ.  The four designs share several ‘signature’ cues, the Appia especially benefiting from a more assertively raked line rear of the C post.  The greater poise Spada’s work endowed upon the model is well illustrated below by 81205.1117:

Phase 6 Sport, 81205.1117.  Courtesy Bonhams Cars

Badges:

 

Most Appia Zagatos have a chrome script model badge mounted centrally on the front panel about midway between the bonnet’s leading edge and the upper edge of the front grille aperture, as seen here on ’57 GTZ, 81201.1258:

’57 GTZ, 81201. 1258.  Courtesy  Bonhams Cars

Courtesy RM Sotheby’s

The position and style was maintained for the GTE model, as for example below on 81201.3793:

Courtesy Corgy’s

 

On early GTEs, this same script badge was mounted centrally on the rear boot lid about one third up from the panel’s lower edge, for example on 81201.2472:

Rear Appia GTE badge, 81201.2472.  Courtesy RM Sotheby’s

This rear script badge has also been seen mounted at an angle rather than horizontally orientated, for example on 81201.2533:

Rear Appia GTE badge, 81201.2533.  Courtesy Lawrence Romanosky

Here is another variation, displacing the script, horizontally mounted, off centre as on 81201.4564:

Rear Appia GTE badge, 812014562.  Courtesy Bonhams Cars

The script itself was again revised for the Sport model’s front badge, this example on 81205.1093:

Front script badge, 812051093.  Courtesy The Cultivated Collector LLC

 

Occasionally, cars – usually Sports - are seen today without the front badge – as with so many other points of detail, it’s impossible to judge from photographs if this is the result of restoration/body repairs or was original specification.  Examples: 81205.1040, 81205.1139, 81205.1174 and 81205.1182.

The standard Lancia shield was mounted centrally on the front grille, as here on 81201.3358:

Lancia shield, 81201.3358.  Courtesy Montini Automobili

Not long within the GTE’s production run, a chrome handle/rear licence plate bulbs holder mounted on the lower edge of the boot lid was introduced.  This incorporated the model name, Appia, script on a red field in its central area:

By the time of the introduction of the Sport, the script/ground had been restyled and re-coloured, as seen below on 81205.1117:

Rear Appia Sport badge, 81205.1117.  Courtesy Bonhams Cars

On some very late Sports, the script badge section was replaced by an orange reflector lens:

As previously established with other Zagato-styled/built bodies, the only external branding applied by the Carrozzeria was a ‘Z’ on each front wing, mounted between the leading edge of the door and the trailing edge of the front wheel arch.  Considerable variability is seen in terms of the height and of the longitudinal position of the mounting.  On an early Phase 2 GTZ, it is in line with the side strake/door handle and much nearer to the wheel arch than the door aperture:

Zagato front wing badge, 81201.1258.  Courtesy Bonhams Cars

On this GTE, the mounting is midway between the door leading edge and the wheel arch – at this time – ’59 - perhaps the most common location:

Zagato front wing badge, 81201.2472.  Courtesy RM Sotheby’s

The badge itself is most usually seen with black infill, as below, on 81205.1092:

81205.1092 Zagato badge.  Courtesy Cristiano Luzzago

Hubcaps:  Where steel wheel rims were original fitment, they featured chrome hubcaps adorned simply with ‘Lancia’ and the spear icon engraved rather than any Appia-specific script or icon:

‘Lancia’ branded hubcap, 81201.2533.  Courtesy Lawrence Romanosky

Steering wheel horn button:  The original equipment wheel, as on GTE 81201.2472, features a boss with Appia-specific decoration:

Steering wheel horn button, GTE, 81201.2472.  Courtesy RM Sotheby’s

Dashboard:  A script badge is sometimes seen mounted on the dashboard vertical face between the row of switches/ashtray and the right hand end of the panel, as below on 81205.1092.  Being uncommon, it is likely that this is customisation by the owner:

Script badge applied to dashboard, 81205.1092.  Courtesy Cristiano Luzzago

Chassis plates:  Examples of early (left) and late (right) are shown below:

 

Door handles: 

The door handle design was of the flush type on early cars, as seen left, below on 81201.1258 (’57).  Later cars have a raised version, as right below on 81205.1182 (63):

Tail Lamps: 

The tail lamp units stood proud on early cars, and, as seen below on the left, 81201.1258, the lens format was brake-above-indicator.  This was inverted on late cars and the unit was fully recessed into the rear panel, as, right, 81205.1117.

Left, ’57 GTZ; Right, ’62 Sport.  Courtesy Bonhams Cars

Engine Bay: 

This feature of the Sport, 81205.1117, is notably well-presented:

Engine bay, 81205.1117.  Courtesy Bonhams Cars

The matrix below shows engine bays of the GTZ, GTE and Sport models, illustrating how carburation and ignition systems have been modified/updated over the years in service:

Images courtesy, Bonhams Cars; Ruotedasogno; Andreanannetti; RM Sotheby’s; Lawrence-Romanosky; Yukio Yoshimi; Iconic Auctioneers; Corgy’s; Maisonbibelot; Conceptcarz; Car & Classic; The Cultivated Collector; Classic Promenade.

These photographs serve to show the diminutive nature of the Appia engine – for example, it appears dwarfed by the radiator.  Being so dimensionally compact, there was no requirement – as with the Fulvia – for the V4 to be mounted canted over by 45° to the left and at a shallow inclination.

Notes on the engine:

Lancia’s adoption of the V4 engine format in the 1920s was something of a surprise to many of its competitors and observers of the industry – many of them predicted that it was a temporary craziness and it would not be long before Vincenzo would come to his senses and approve the development of an in-line replacement.  Yet, as the Marque’s future model programme began to be planned after WWII, designer Ettore Zaccone Mina was allowed the freedom to create new small capacity units with their four cylinders still in V form.  With the expectation that a much larger 50s/60s mass market would want smaller cars, the attraction of a V4 was enhanced, since its inherent compactness enabled vehicle dimensions to be optimally constrained.  To this end, though the ’old’ engine’s vee angle had seemed narrow at 20°, Mina’s first new version emerged with the even shallower angle of 12°45’.  In addition to the further-reduced unit footprint this enabled, it also allowed a single cylinder head to utilised.  The Appia model was specified with a yet narrower, Vittorio Jano-designed, 1089 cc capacity version, designated type 81400.  The engine was notable for its performance and quality of construction – ingenious valve gear and extensive use of aluminium being key features.  Lorenzo Morello described the unit in his ‘Lancia: A Story of Technological Innovation in the Car Industry:’  (as with) the Ardea, the V valves were arranged transversely to the engine, and were controlled by a system of rods and rocker arms and by two camshafts located in the crankcase, one either side of the engine. The V-configured engine was the most compact ever made by Lancia, with an angle of just 10° 14’; a crankshaft with just two supports was deployed to help reduce the length of the motor. There was an improvement across-the-board in terms of performance, in part by increasing bore and stroke, which now became 60 and 75 mm . . .  Power for the Berlina application was developed up to 48 bhp for the  Series 3 version, but for the Zagato bodied cars, 53 bhp, and this was uprated to 59 bhp in ’60 for the model designated GTE2.  This same version featured in the Sport model through to the cessation of Appia Zagato production in early ’63. 

Sample engine numbers of extant Appia Zagatos are: 81400.5787 (GTZ); 81400.2472 (GTE); 81400.3588 (GTE); 81400.4587 (GTE); 81400.5749 (Sport); 81400.5808 (Sport).

Type 81400 engine cutaway showing the layout of the valve gear.  Courtesy lanciaservice.nl

Engine and transmission.  Courtesy Gino Giugno

Literature 

Sales brochures:

’59:

Courtesy Viva-Lancia

’60:

Courtesy Zagato-cars.com

Appia Zagatos in motor sport: 

Contemporary with the development of its version of the Appia, Zagato was also occupied with its new Abarth collaboration to create and manufacture the body for the 750 GT, an overtly racing/fast road machine.  The Appia had the potential to match the Abarth’s performance capability which was initially restricted by its Fiat 600-derived single cam engine which in ‘56/’57 was typically generating a few bhp less than the Appia’s at 45-50 bhp, though the car was some 200 Kg lighter at around 600 Kg.  However, the Lancia factory management was not especially sanguine.  Antonio Fessia, Technical Director, in particular was opposed to any spending on direct factory participation in motor sport, believing that this would not support profitability through incremental sales volume.  Nevertheless, Zagato saw potential and had faith that the model would appeal to amateur motor sport competitors.  This was soon vindicated.  The original, ‘Cammello’ prototype competed on the ‘57 Mille Miglia, driven by Giorgio Lurani to 3rd in the GT 1100 class.  Five other early Phase 2 GTZs also took part, with the best result for Luciano Mantovani’s #12 which was the class winner.  Just five places overall behind, Enrico Anselmi went on to finish 3rd in the Coppa Inter-Europa at Monza in September.  The following month, both Mantovani and Anselmi ran at the Trieste Opicina hillclimb and Mario Constantini began using a GTZ for rallies. 

During the period ’59-65, Appia Zagatos were highly successful in Italian National/Regional championships, especially those for hillclimbs – principal champions are shown in the table below – based on data in Gino Giugno/Loris Chioetto’s Lancia da corsa Appia Zagato. 

‘59	Giovanni Kerschbaumer	GTE #2130
‘60	Herbert Demetz	GTE
‘61	Cesare Fiorio	GT #1119
‘62	Silvano Stefani	Sport Competizione #1004
‘63	Silvano Stefani	Sport Competizione #1004
‘64	Giovanni Marini Balestra	Sport Competizione #1008
‘65	Enrico Romanini	Sport #1154

Also utilising information, (with some updates/corrections from other sources), published in the Giugno/Chioetto book, the following list of Appia Zagato class victories can be drawn up:

’57 August	Trapani-Monte Erice Hillclimb	GTZ	Natale Gotelli
’57 October	Trieste Opicina Hillclimb	GTZ	Enrico Anselmi
’58 July	Bolzano Mendola Hillclimb	GTZ	Nicola Cafiero
’58 July	Trento Bondone Hillclimb	GTZ	Corrado Ravanelli
’58 August	Giro delle Calabrie	GTS	Elio Zagato
’58 September	Coppa Intereuropa, Monza	GTZ	Enrico Anselmi
’58 September	Mulino del Rocco-Cucconato Hillclimb	GTZ	Nicola Cafiero
’58 December	Messina San Rizzo	GTZ	Gregorio Rizzotti
’59 April	San Marino Rimini	GTE	Giovanni Kerschbaumer
’59 May	Coppa Sant Ambroeous, Monza	GTE	Giovanni Kerschbaumer
’59 May	Mille Miglia	GTE	Giovanni Kerschbaumer
’59 June	Coppa dell Consuma, Firenza Hillclimb	GTZ	Francesco Prioglio
’59 June	Coppa Citta di Asiago, Hillclimb	GTZ	Enrico Agostini
’59 June	Coppa della Sila, Consenza Hillclimb	GTZ	Enrico Agostini
’59 July	Bolzano-Mendola Hillclimb	GTE	Giovanni Kerschbaumer
’59 July	Monte Eriche Cronoscalata Hillclimb	GTE	“Comar”
’59 July	Trento Bondone Hillclimb	GTE	Giovanni Kerschbaumer
’59 July	Garessio-Colle San Bernado, Cuneo Hillclimb	GTZ	Enrico Agostini
’59 July	Trieste Opicina Hillclimb	GTE	Giovanni Kerschbaumer
’59 August	Coppa Gallenga, Rome Hillclimb	GTZ	Enrico Agostini
’59 August	Colli Torinesi Sassi-Superga, Turin Hillclimb	GTZ	Enrico Agostini
’59 September	Aosta-Pila Hillclimb	GTZ	Enrico Agostini
’59 September	Coppa Intereuropa, Monza	GTZ	Enrico Agostini
’59 September	Pontedecimo-Giovi, Genova Hillclimb	GTZ	Enrico Agostini
’59 September	Catania-Etna Hillclimb	GTZ	Gregorio Rizzotti
’59 October	Coppa Nissena , Caltanissetta Hillclimb	GTZ	Gregorio Rizzotti
’59 October	Sardinia Rally	GTE	Mario Casula
’59 November	Rigano-Bellolampo, Palermo Rally	GTZ	Gregorio Rizzotti
’60 March	Frascati-Tuscolo Hillclimb	GTZ	Enrico Tuccari
’60 April	Coppa Belmonte, Avola Hillclimb	GTZ	Franco Fiorentino
’60 April	Targa del Busento, Reggio Calabria	GTE	Amedeo Bartoccelli
’60 May	Corsa al Monte Pellegrino, Palermo Hillclimb	GTE	“Comar”
’60 May	Castell’Arquato-Vernasca, Piacenza Hillclimb	GTE	Giorgio Da Crema
’60 June	Salsomaggiore-Monte Sant’Antonio, Parma Hillclimb	GTE	Luigi Baldini
’60 June	Santo Stefano-Gambarie, Reggio Calabria Hillclimb	GTE	“Comar”
’60 June	Valdesi-Santa Rosalia, Palermo Hillclimb	GTE	Salvatore Vecchio
’60 June	Varese-Campo dei Fiori Hillclimb	GTE	Ugo Piperno
’60 July	Syracuse 3 Hours	GTE	Amedeo Bartoccelli
’60 July	Trento Bondone Hillclimb	GTE	Herbert Demetz
’60 July	Trieste Opicina Hillclimb	GTE	Herbert Demetz
’60 August	Trapani-Monte Erice Hillclimb	GTE	“Comar”
’60 August	Giro Automobilistico dei Due Mari, Cantanzaro	GTE	Giorgio Ammanniti
’60 August	Coppa Fasano-Selva, Brindisi Hillclimb	GTE	Antonio Tarantini
’60 August	Colli Torinesi Sassi-Superga, Turin Hillclimb	GTZ	Cesare Fiori
’60 September	Coppa della Sila, Consenza Hillclimb	GTE	Salvatore Vecchio
’60 September	Trofeo Lumezzane, Brescia	GTE	Gianni Lado
’60 September	Catania-Etna Hillclimb	GTE	Salvatore Vecchio
’60 September	Coppa Nissena, Caltanissetta Hillclimb	GTE	Salvatore Vecchio
’60 September	Coppa Intereuropa, Monza	GTE	Herbert Demetz
’60 October	Pontedecimo-Giovi, Genova Hillclimb	GTE	Herbert Demetz
’60 October	Tre Ponti-Castelnuovo Hillclimb	GTE	Vanni Zulian
’60 October	Coppa d’Oro, Modena	GTE	Angelo Bersani
’60 October	Coppa Leopoldi Carri, Monza	GTE	Angelo Bersani
’60 November	Passo di Rigano-Bellolampo, Palermo Hillclimb	GTZ	Gregorio Rizzotti
’60 December	Coppa F.I.S.A., Monza	GTE	Ugo Piperno
’61 March	Coppa Sant Ambroeous, Monza	GTE	Gianni Lado
’61 March	Trofeo Franco Venturi	GTE	Mario Pompeo
’61 April	Avola-Avola Antica, Sicily Hillclimb	GTZ	Franco Fiorentino
’61 April	Stallavena-Boscochiesanuova, Verona Hillclimb	GTE	Gianni Lado
’61 May	Coppa Alberto Ascari, Monza	GTE	Franco Ghiazza/Luigi Caronni
’61 May	Coppa Citta di Asiago, Hillclimb	GTE	Gianni Lado
’61 May	Castell’Arquato-Vernasca, Piacenza Hillclimb	Sport	Gianpiero Moretti
’61 May	Corsa al Monte Pellegrino, Palermo Hillclimb	GTZ	Franco Fiorentino
’61 May	Salsomaggiore-Monte Sant’Antonio, Parma Hillclimb	GTE	Gianni Lado
’61 May	Cividale-Castelmonte, Udine Hillclimb	GTZ	Riccardo Di Manzo
’61 June	Coppa dell Consuma, Firenze Hillclimb	GTE	Cesare Fiori
’61 June	Coppa Gallenga, Rome Hillclimb	Sport	Corrado Ferlaino
’61 June	Garessio-Colle San Bernado, Cuneo Hillclimb	GTZ	Giacinto Vivaldi
’61 June	Valdesi-Santa Rosalia, Palermo Hillclimb	Sport	“Jonny”
’61 June	Predappio-Rocca delle Caminate, Forli Hillclimb	Sport	Silvano Stefani
’61 June	GT Grand Prix, Monza	GTE	Cesare Fiori
’61 June	Compiano-Vetto d’Enza, Reggio Emilia Hillclimb	GTE	Gianni Lado
’61 July	Trento Bondone Hillclimb	Sport	Silvano Stefani
’61 July	Aosta-Pila Hillclimb	GTZ	Giacinto Vivaldi
’61 July	Trieste Opicina Hillclimb	GTE	Cesare Fiori
’61 August	Cesana-Sestriere Hillclimb	GTE	Gianni Lado
’61 August	Grand Prix, Pescara	GTE	Cesare Fiori/Piero Frescobaldi
’61 September	Trofeo Lumezzane, Brescia	Sport	Silvano Stefani
’61 September	Coppa Intereuropa, Monza	GTE	Cesare Fiori
’61 September	Pontedecimo-Giovi, Genova Hillclimb	GTZ	Giacinto Vivaldi
’61 September	Catania-Etna Hillclimb	Sport	Corrado Ferlaino
’61 October	Alghero-Scala Piccada Hillclimb	Sport	Silvano Stefani
’61 October	Euganean Hills, Padova Hillclimb	GTE	Enrico Gibelli
’62 April	Trofeo Edgardo Lazzaroni, Rome Rallye	GTE	Enrico Gibelli
’62 June	Predappio-Rocca delle Caminate, Forli Hillclimb	GTE	Gastone Petrini
’62 June	Coppa della Primavera, Amalfi Hillclimb	Sport	Corrado Ferlaino
’62 July	Coppa Citti di Monopoli, Hillclimb	Sport	“Gipsy”
’62 July	Trento Bondone Hillclimb	Sport	Silvano Stefani
’62 July	Cesana-Sestriere Hillclimb	Sport	Ugo Bagnasacco
’62 July	Trieste Opicina Hillclimb	Sport	Ugo Bagnasacco
’62 July	Bolzano Mendola Hillclimb	GTE	Vito Gnutti
’62 August	Trapani-Monte Erice Hillclimb	Sport	Giulio Pernice
’62 August	Coppa Citta di Sciacca, Sicily Hillclimb	Sport	Giulio Pernice
’62 August	Santo Stefano-Gambarie, Reggio Calabria Hillclimb	Sport	Giulio Pernice
’62 August	Coppa Citta di Chieti Hillclimb	Sport	Gianpiero Bianchetti
’62 September	Coppa Gallenga, Rome Hillclimb	GTE	Gastone Petrini
’62 September	Catania-Etna Hillclimb	Sport	Giulio Pernice
’62 September	Corsa al Colle San Marco, Acoli Piceno Hillclimb	GTE	Gastone Petrini
’62 November	Trofeo d’Autumno, Vallelunga	Sport	Ugo Bagnasacco
’63 March	Frascati-Tuscolo Hillclimb	GTE	Bruno Faenza
‘63 March	Coppa Acqua Cerelia, Bologna Hillclimb	Sport	Alessandro Ferretti
’63 April	Stallavena-Boscochiesanuova, Verona Hillclimb	Sport	Ugo Bagnasacco
’63 June	Corsa al Monte Pellegrino, Palermo Hillclimb	Sport	Vito Coco
’63 June	Coppa dell Consuma, Firenze Hillclimb	GTE	Marcello Pilli
’63 June	Coppa Citta di Asiago, Hillclimb	Sport	Silvano Stefani
’63 June	Garessio-Colle San Bernado, Cuneo Hillclimb	Sport	Mario Regis
’63 June	GT Grand Prix, Monza	Sport	Silvano Stefani
’63 July	Bolzano Mendola Hillclimb	Sport	Silvano Stefani
’63 July	Santo Stefano-Gambarie, Reggio Calabria Hillclimb	Sport	Mario Raimondo
’63 July	Trento Bondone Hillclimb	Sport	Silvano Stefani
’63 July	Trieste Opicina Hillclimb	GTE	Giovanni Marini Balestra
’63 July	Scalata al Colle Sant’Eusebio, Brescia	Sport	Dante Oliva
’63 July	Coppa Agordo-Frassene, Belluno Hillclimb	GTE	Umberto Porcu
’63 July	Cesana-Sestriere Hillclimb	Sport	Alessandro Ferretti
’63 August	Aosta-Pila Hillclimb	Sport	Alessandro Ferretti
’63 August	Corsa lago di Montefiascone, Viterbo Hillclimb	GTE	Giovanni Marini Balestra
’63 August	Trapani-Monte Erice Hillclimb	Sport	Vito Coco
’63 September	Corsa al Colle San Marco, Acoli Piceno Hillclimb	Sport	Giovanni Marini Balestra
’63 September	Catania-Etna Hillclimb	Sport	Silvano Stefani
’63 September	Coppa Luigi Fagioli, Osimo Hillclimb	Sport	Giovanni Marini Balestra
’63 October	Alcomo-Monte Bonifato, Palermo Hillclimb	Sport	Mario Raimondo
’63 October	Trofeo Sanramese della Montagna, Sanremo Hillclimb	Sport	Giacinto Vivaldi
’63 November	Coppa F.I.S.A., Monza	GTE	Salvatore Genovese
’64 March	Coppa Gallenga, Rome Hillclimb	Sport	Fausto Verginelli
’64 April	Coppa Grand Touring Trofeo Shell, Imola	Sport	Giovanni Marini Balestra
’64 April	Magione-Veroli, Frosinone Hillclimb	Sport	Giovanni Marini Balestra
’64 April	Vergato-Cereglio, Bologna Hillclimb	Sport	Alessandro Ferretti
’64 May	Frascati-Tuscolo Hillclimb	Sport	Alberto Antoniucci
‘’64 May	Corsa al Monte Pellegrino, Palermo Hillclimb	Sport	Antonio Barbagallo
’64 May	Coppa dell Consuma, Firenze Hillclimb	Sport	Mario Regis
’64 May	Bologna-Passo della Raticosa Hillclimb	Sport	Giuseppe Battiplagia
’64 June	Scalata al Colle Sant’Eusebio, Brescia	Sport	Dante Oliva
’64 June	Cuorgne-Alpette, Turin Hillclimb	Sport	Mario Regis
’64 June	Coppa Citta di Asiago, Hillclimb	Sport	Giovanni Marini Balestra
’64 June	Coppa della Sila, Consenza Hillclimb	Sport	Giovanni Marini Balestra
’64 June	Circuito del Mugello, Scarperia	Sport	Giovanni Marini Balestra
’64 July	Corsa Lago di Montefiascone, Viterbo Hillclimb	Sport	Giovanni Marini Balestra
’64 July	Trento Bondone Hillclimb	Sport	Giovanni Marini Balestra
’64 July	Cesana-Sestriere Hillclimb	Sport	Mario Regis
’64 August	Trapani-Monte Erice Hillclimb	Sport	Mario Raimondo
’64 August	Coppa Agordo-Frassene, Belluno Hillclimb	Sport	Enrico Romanini
’64 August	Trofeo Micangeli, Avezzano Hillclimb	Sport	Giovanni Marini Balestra
’64 August	Corsa al Colle San Marco, Acoli Piceno Hillclimb	Sport	Giovanni Marini Balestra
’64 August	Cividale-Castellamonte, Udine Hillclimb	Sport	Giovanni Marini Balestra
’64 September	Coppa del Cimino, Viterbo Hillclimb	Sport	Giovanni Marini Balestra
’64 September	Trofeo Lumezzane, Brescia	Sport	Benito Jose Calvino y Teijeiro
’64 September	Coppa Nissena, Caltanissetta Hillclimb	Sport	Mario Raimondo
’64 October	Coppa Luigi Fagioli, Osimo Hillclimb	Sport	Giovanni Marini Balestra
’64 October	Campocatino, Hillclimb	Sport	Riccardo Carafa/Enrico Romanini (?)
’64 October	Corongui-Campuomu, Cagliari Hillclimb	Sport	Mario Casula
’65 January	Trofeo d’Inverno, Vallelunga	Sport	Cesare Righetti
’65 April	Stallavena-Boscochiesanuova, Verona Hillclimb	Sport	Enrico Romanini
’65 April	Avola-Avola Antica, Sicily Hillclimb	Sport	Enrico Romanini
’65 April	Coppa della Primavera, Amalfi Hillclimb	Sport	Francesco Varese
’65 May	Cividale-Castellamonte, Udine Hillclimb	Sport	Riccardo Carafa
’65 May	Alghero-Scala Picada, Sassari Hillclimb	Sport	Orazio Scalia
’65 May	Antignano-Monteburrone, Livorno Hillclimb	Sport	Enrico Romanini
’65 May	Vezzano-Casina, Reggio Emilia Hillclimb	Sport	Orazio Scalia
’65 May	Sorrento-Sant’Agata Hillclimb	Sport	Riccardo Carafa
’65 May	Salerno-Cava de Tirreni Hillclimb	Sport	Riccardo Carafa
’65 May	Bologna-Passo della Raticosa Hillclimb	Sport	Angelo Bonaccorsi
’65 June	Scalata al Colle Sant’Eusebio, Brescia	Sport	Dante Oliva
’65 June	Vittorio Veneto-Cansiglio, Treviso Hillclimb	GTE	Umberto Porcu
’65 June	Coppa Citta di Asiago, Hillclimb	GTE	Umberto Porcu/Enrico Romanini (?)
’65 June	Alcamo-Monte Bonifato, Trapani Hillclimb	Sport	Salvatore Maggiore
’65 June	Trofeo Venturi, Frascati Hillclimb	Sport	Riccardo Carafa
’65 June	Corsa al Monte Pellegrino, Palermo Hillclimb	Sport	Umberto Porcu
’65 June	Coppa della Sila, Consenza Hillclimb	Sport	Mario Raimondo
’65 July	Bolzano Mendola Hillclimb	Sport	Enrico Romanini
’65 July	Termini-Caccamo Hillclimb	Sport	Mario Raimondo
’65 July	Trento Bondone Hillclimb	Sport	Enrico Romanini
’65 July	Trieste Opicina Hillclimb	Sport	Enrico Romanini
’65 July	Cesana-Sestriere Hillclimb	Sport	Enrico Romanini
’65 August	Trapani-Monte Erice Hillclimb	Sport	Mario Raimondo
’65 September	Coppa Nissena, Caltanissetta Hillclimb	Sport	Orazio Scalia

Competizione versions:

 

From the outset, GT and GTE models were often modified for the track by specialist tuning/elaborazione firms.  Later, as was common practice at other Italian factories, customers could order a new race-specified Sport selecting from a range of options.  Such a vehicle was designated as a ‘Competizione.’  Known chassis numbers of Competiziones include:  #1002, #1004, #1006 #1008, #1026, #1030, #1103, #1123, #1125.  (At least two GTEs, #3634 and #3762 were forerunner examples of this specification process).

 

Central to the Competizione programme, was the derivation of engine variants which drew on the learnings from experience of the Appia motor’s deployment in the single seater Formula Junior category.  Introduced as a new formula in ’58, the requirement was either a 1000 cc or 1100 cc engine according to the car’s weight.  Tuner and race car preparation expert, Angelo Dagrada, chose to develop the Appia unit as a FJ engine.  The result was a tremendous increase in power, to over 90 bhp.  This was achieved mainly by extensive reworking of the head, reconfiguring it on the crossflow principle and installing larger (38 DCOE) twin Weber carburettors.  Dagrada also constructed FJ cars at his Milan workshop, supplying one of these to future F1 driver, Giancarlo Baghetti.  Though young and inexperienced, Baghetti achieved excellent results with the car in ’60.  It is said that Enzo Ferrari was sufficiently impressed by Baghetti’s performances that he invited him to test for the Scuderia – subsequently becoming a Ferrari works driver in ’62.  Also effective in race-modifying/preparing Appia engines, the Rome-based De Sanctis operation – though primarily Fiat-focused – offered special components such as better flowing manifolds.  Similar options were offered by Turin-based Bosato and Carlo Facetti’s business at Bresso near Milan.  The factory interpretation of such possibilities resulted in Competizione engines which typically featured Weber 40 DCOE carburettors, reprofiled camshafts and either Kolbenschmidt or Mahle high performance pistons.  To further optimise speed potential, body weight was saved in the main by the absence of bumpers, (and their irons), and the use of Perspex for the side and rear windows.  Another minor item, advised to me by Gino Giugno, which especially interested me, (because of my enthusiasm for the ‘donor’ Alfa Romeo model), was the minimalist door handle first used on the Giulietta Sprint Zagato.

Competizione door handle, as Giulietta SZ.

The Dagrada-modified Appia engine.  Courtesy VeoceToday

The design/specification/production history of the Lancia Appia Zagato models has been documented only to a limited extent.  However, in my own researches I have been able to substantially benefit from the published work of Gino Giugno, author of ‘Lancia da corsa Appia Zagato,’ 2019 ISBN 978-88-909220-1-5, in conjunction with Loris Chioetto.  Gino has also created a privately-published 530 page Dossier on these cars and has kindly helped me in direct communications with a number of detail enquiries.  I am very grateful to Gino for all his help.

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.