Full disclosure: I am a serious fan of Alfa Romeo automobiles. I’ve owned Alfas built from 1961 to 2017. My favorite Alfas, though, are the ones with the 105 chassis numbers – the Giulias. I’ve owned a 1966 Giulia Sprint GT Veloce, two Giulia Supers (1966 and 1973), a 1967 Duetto, and a 1971 Berlina. I also owned a 1963 Giulia Sprint, but that was a 101 chassis with the 1600 cc engine that would be used in the early 105 series cars. I have lusted after but never owned a Giulia GTC, that sexy open version of the Giulia Sprint GT. When I realized that I’d be visiting David and Eileen Simmons to detail David’s replication of an Alfa Stradale, I knew I needed to profile his very nice GTC.
A.L.F.A. to Giulia
As far back as 1910, Italians have had little patience for unexciting cars. French manufacturer Darracq was building cars in Italy, but they were so dull that a group of Italian automobilists bought the company in 1910 and turned it into Anonima Lombarda Fabrica Automobili, or A.L.F.A. It became the second oldest sporting auto manufacturer in Italy, only beaten by Itala, founded in 1908. A.L.F.A. was bought by an industrialist named Nicola Romeo, who wanted additional manufacturing capacity for the products he was making. Ultimately, the company became Alfa Romeo, a firm that has had a storied history that continues to this day.
Alfa Romeo was like many other automobile manufacturers of the time. While they produced finished automobiles, they often sent a chassis with a drivetrain to coachbuilders to create a bespoke body for the new owner. In some cases, the coachbuilder would create a line of cars with their custom bodies, such as Zagato did with the 6C1750 and Touring did with the 8C2900.
In the years leading up to World War II, Alfa produced many incredible automobiles for both road and track. So many incredible cars were produced by Alfa Romeo in the pre-WWII years, that there is only space to mention a few of them. The first A.L.F.A. was designed by Giuseppe Merosi in the later part of 1909, even before the new company was official. The 24 HP open tourer suited the Italian taste for a car with spirit. Another Alfa of note was ordered by Count Marco Ricotti, who wanted an aerodynamic body put on the 40-60 HP chassis he provided to Ercole Castagna. In 1913, the ultimate aero shape was thought to be a teardrop, so Castagna built quite a teardrop body for Count Ricotti. Unfortunately, with the engine inside the passenger compartment, engine emissions became a problem for the passengers, so only one was ever built.
World War I interrupted A.L.F.A.’s production of passenger and racing cars in order to provide manufacturing capacity for its new owner, Nicola Romeo. Romeo was building compressors, generators, and other equipment for the Italian Army’s war effort, so the company focused on the war effort instead of automobiles. Once the war was over and the company renamed Alfa Romeo, they were back in the business of making interesting autos. One of the first after the war was the RL. Considered Merosi’s masterpiece, it was designed to compete with the best cars in the international market.
As might be expected from an Italian manufacturer of sporting automobiles, Alfa Romeo produced a number of very successful racing cars in the 1930s. The task to build the first of these cars was assigned to Vittorio Jano by Nicola Romeo. According to LorenzioArdizio, in his book “Alfa Romeo All the Cars,” Romeo told Jano, “Listen, I don’t expect you to produce a car that will beat everyone, but I would like one that will make us look good and create an image for this factory. Then, afterward, when we will have a name, we’ll make cars.” Jano designed the P2, which went on to do more than just “create an image for this factory,” it pretty much beat everyone. Its first major success was at the 1924 Grand Prix of Europe in Lyons, France. It was the first Alfa to carry the Quadrifoglio (four-leaf clover) on its flank and was the first Alfa to win the Grand Prix World Championship. Rules changes made the P2 uncompetitive, so Jano developed a series of cars that resulted in the Tipo B (aka P2), which was another very successful grand prix racer, especially in the hands of Tazio Nuvolari. Its most spectacular and unexpected win was at the German Grand Prix at the Nurburgring in 1935. After a poor start, Nuvolari pushed the Alfa to the front, passing the more powerful Auto Unions and Mercedes. A terrible pit stop put Nuvolari six minutes behind the leaders, but he was in second on the last lap. His pace was so fast, that Manfred Von Brauchtisch ruined his tires trying to stay in the lead, allowing Nuvolari to take the win.
Alfa wasn’t spending all its time on racecars; there were some incredible road cars created during the 1930s. A particularly pretty line was the 6C 1750. Alfa first put its inline six-cylinder in a saloon body but soon followed that with open versions, including the incredible GranSport.Road and racecars received both more displacement and cylinders, with Alfa producing both six- and eight-cylinder cars with a displacement of 2300cc. The shape of some of the 6C 2300 cars showed how Alfa’s design was moving to be more modern and streamlined, leading to what are, if not the most beautiful Alfas ever built, the most impressive – the 8C 2900 series of cars. It is not possible to see an 8C 2900 B coupe without being in awe, and the Spider is no less powerful in appearance.
Italy’s ill-advised entry into World War II on the side of Germany caused Alfa Romeo to change its production to support the Italian army and air force, from an off-road 6C 2500 “Coloniale” to aircraft engines. Alfa Romeo’s wartime production made it a target for Allied bombs, and the company’s plant outside Milan suffered considerable damage. Many important cars, though, were saved by employees who hid them from both the bombs and the German troops. When production was renewed, Alfa, like many other automakers, began by building the models they had been building before the war. The market was significantly different, though. There were fewer buyers for expensive, bespoke automobiles. The company needed to find a different approach to the post-war auto market. Alfa continued to build updated versions of the 6C2500, the first new model of which was the Frecciad’Oro, or “Golden Arrow.”One was made famous in the film “The Godfather” when, hopefully, a mock-up was blown up in an assassination attempt on the young Michael Corleone.
The plans for the new mass-produced model, the 1900, came to fruition in 1950. In 1900, Alfa created a process they followed for many years. The first model produced would be a sedan or Berlina. The Berlina would target the lucrative market for family cars. Sporting versions of the model would be developed after the Berlina. The first of the sporting versions was a coupe, called the Sprint. Several hotter sedans followed, including the 1900 Ti and Ti Super, as well as several pure racing cars, such as the Disco Volante. The early 1950s saw Alfa’s last, and very successful, attempt at grand prix racing for many years. For the new F1 World Championship in 1950, Alfa refreshed its 158 Grand Prix car from the late 1930s. Giuseppe Farina won that first World Championship. The 158 was updated as the 159 for 1951, and Juan Manuel Fangio won the first of his five World Championships in the Alfa.
The company was still eager to have a model that appealed to more than the upper echelon of buyers, and the result was the models called Giuliettas. There are several stories about how the model was named, all touching on Shakespeare’s play, “Romeo and Juliet.”Probably the best story has a Russian prince who, at the launch of the 1900, said, “There are many Romeos present, but no Giuliettas.”Supposedly, someone heard his comment, and liked it, and the name was applied to the range of cars being developed on the new 750 chassis. The first Giuliettas shown to the public were a Sprint and a van, but serious production began with the sedan, then the coupe (Sprint) and convertible (Spider). Again, Alfa built hotter versions of the cars – Giulietta TI, Sprint Veloce, and Spider Veloce. Carrozzerias also produced some very interesting versions of the Sprint, including the SZ (Sprint Zagato) and Sprint Speciale designed by Franco Scaglione. Alfa did not forgo the market for larger cars, adding a full line of 2000 models (Berlina, Sprint, and Spider) with cast iron four-cylinder engines in the late 1950s. Those larger cars were followed during the early 1960s by the 2600 range of in-line, six-cylinder cars.
Eventually, the demand for more power and speed caused Alfa to expand the Giulietta engine from 1300 cc to 1600 cc. The new chassis was designated 101, and the cars were called Giulias– grown-up Giuliettas. The Giulia Sprint and Spider were given the new 1600 cc engine and a five-speed transmission, but there were few design changes in the bodies.
Alfa Romeo 105 Series
For a few years, the 1600 engine (Giulia) could be found in both 101 and 105 chassis. The first of the 105 models produced was the Giulia TI (TourismoInternatzionale) sedan in 1962. The Giulia Sprint continued until the design for the Giulia Sprint GT was completed and the cars took the road as 1964 models. The Giulia Sprint GT was built on a 105 chassis with a 1600cc dual overhead cam engine and twin Weber carburetors. The 101 chassis Giulia Spider was upgraded with hotter cams and bigger Webers to make it the Giulia Spider Veloce. It was finally replaced in 1966 by the 105 chassis Spider 1600 which is well known as the Duetto, no longer having Giulia in its name. As the years progressed, the Giulia name was also removed from the coupes, which became known as GTVs.The only model that continued to use Giulia in its name was the sedan. Versions of the sedan were called a TI, which was primarily a family car and had the least power; the Super, a sportier sedan with twin Webers; and the TI Super, essentially a homologation special so Alfa could go touring car racing. The Supers underwent several evolutionary changes during the twenty years of its production.
Giulia Sprint GTC
Alfa had two-thirds of its 105 Giulia lineup in production in 1963. It was only missing an open car. What they had to work with was a very pretty coupe, the Giulia Sprint GT. This first version of the 105 coupe is (in my opinion) the best-looking version of the model and one of the best-looking coupes ever built. Known as the “step nose,” because of the gap between the front of the hood and the front valance, it is a cleaner design than the GTs that came after it. It was designed by Giorgetto Giugiaro while he was at Bertone. Alfa decided to chop the top and make the Sprint GT a cabriolet, thus the Sprint GTC. Bertone was at full capacity, so it was decided to have the Carrozzeria Touring produce the GTC. From 1964 until production ended in 1966, a total of 998 cabriolets were built. The production process included sending the monocoque from Alfa to Touring, where the roof was removed to modify the structure and body. The topless body was then returned to Alfa where the mechanical bits were installed. There were attempts to stiffen the topless chassis, but they were not very successful. The level of torsional rigidity desired was never attained, and it was noticeable. The press reviews of the car, though, indicated that the car’s handling was about the same as the Sprint GT. Alfisti will understand – Alfas have always been leaners when cornering.
An Alfa GTC, except for having a manual fabric top, is just like a Sprint GT. The styling is the same. The driveline is the same. The suspension is the same. It is, simply put, a Sprint GT without a top. Apparently, buyers didn’t think it was quite as attractive as the Sprint GT, and sales showed the difference. Alfa Romeo was already in the process of designing the Spider 1600 (Duetto), a true two-seater convertible. When the Duetto was unveiled in 1966, the GTC’s run was over.
SN AR755429
David Simmons is a very talented Alfista. He’s an architect by training and profession, but he’s a metal wizard in his spare time. He’s a restorer, but he’s also a creator. When he decided to act on his desire to have an Alfa T33 Stradale, knowing that none were available or affordable, he decided to create one. He has a garage full of interesting Alfas that he restored, and most of them were serious projects when he took them on.
His GTC is an example of the level of effort he’s willing to undertake to restore a car that interests him. A friend came across an ad for the GTC in a local tabloid. He contacted Simmons to determine if he was interested enough in the car for his friend to see it and possibly buy it for Simmons. The critical question was how bad could the car’s condition be for Simmons not to be interested. Simmons told his friend that if all the little pieces were there, he didn’t care how bad the rest of the car was. His friend said he’d be in that area the next day and would take his trailer with him. The car was in grim shape, but the little pieces were there, so Simmons had his GTC.
The car had been stored in a house that the owner rented. Apparently, the renters got tired of having to go around the Alfa in the garage, so they pushed it outside. Unfortunately, the driveway was sloped, so gravity took over, and the Alfa crashed into a pretty solid object damaging the car even more. The restoration included cutting out a lot of rust, especially in the floor pan. Available replacements were sourced, but most of the panels were carefully recreated by Simmons. The back end of the car was in such bad shape, he had to cut it off. Luckily, Alfa race car builder Jack Beck had the rear half of a GTV he had no use for and gave it to Simmons for restoration. Simmons has all the right machines and tools for sheet metal work, and he just formed many of the panels he needed and welded them in. Good as new…or maybe better. The engine was another interesting challenge. It seems that the previous owner thought he could cut a 750 1300cc head and make it fit on the 1600cc block. All he did was ruin a good 1300 head. Simmons rebuilt the entire driveline to its original specifications. As a principal in an architectural firm, the real world interfered with progress, as it does with many of us. However, the project was slowly and lovingly completed over a three-year period. Simmons GTC is probably one of the best in the world.
Driving Impressions
At my age and level of inflexibility, there are a lot of cars I can no longer drive, mostly because I can’t squeeze through the driver’s door and get behind the steering wheel. Thankfully, Alfas are not among them, well, except for the 4C. I got in the passenger seat of one of those once, but two guys had to help me out – aging is not for sissies. I’ve only owned one 105 GT, a 1966 GTV that was a project car that got sold before it was finished. But I’ve driven several 105 cars, so the GTC was instantly familiar. The seats were as comfortable as I remembered from GTs I had driven, the gauges were all there, as were the controls. Everything was familiar, so I was already smiling when I turned the key and the car started. That familiar sound that a DOHC twin-cam, Weber carbureted Alfa makes – it’s just music. The pedals were all in the proper place, the shifter was right where my hand wanted it to be. Clutch in, transmission in first, a little gas, let the clutch out – we were off. The road had nice sweeping curves and lots of undulation, and the car was perfect. Through the gears to fifth, no grinches, just smooth. Shifting around 5000 rpm, below the redline – it’s someone else’s car. Top down, it was wonderous. No wonder I love Alfas, especially the 105 cars. It handled great, it accelerated well, and it had no faults. I had some concerns about the handling of a coupe that had the top chopped off, and Alfa’s solutions to stiffening the chassis deserved some criticism, but it handled much like other 105 Alfas I had driven – coupes and sedans. Yes, there was lean, but it was nothing that caused me concern. Of course, I wasn’t pushing it much – again, it’s someone else’s car.
When the drive was over, I was pleased that I had come to see Simmons and the GTC. It was a good time with friends, and the car was a dream. I must agree with Johnny Tipler (“Alfa Romeo Giulia – Coupe GT & GTA”) that it is “one of the most stylish cabriolets ever made.”
Specifications
- Body: Cabriolet with a unitized steel body
- Engine: Aluminum dual overhead camshaft inline 4-cylinder
- Displacement: 1570 cc
- Bore/Stroke: 78×82 mm
- Compression Ratio: 9:1
- Power: 106 hp @ 6000 rpm
- Torque: 14.2 kgm @3000 rpm
- Induction: Twin Weber carburetors
- Transmission:5-speed manual
- Front Suspension: Independent, transverse quadrilaterals, coil springs, hydraulic shock absorbers, stabilizer bar
- Rear Suspension: Rigid axle, upper wishbone, longitudinal struts, shock absorbers
- Brakes: Hydraulic disc brakes
- Steering: Worm and roller
- Wheelbase: 2350 mm
- Track Front/Rear: 1310/1270 mm
- Length: 4080 mm
- Width: 1580 mm
- Height: 1315 mm
- Weight: 950 kg
- Tires: 155×15
Additional Photos
