With the introduction of the new aerodynamic, Bertone-bodied Alfa Romeo Giulietta Sprint Speciale at the Turin Auto Show in 1957, the Milanese manufacturer offered a true alternative to the Type 750 Competizione. Lower floor pans allowed a lower roof line, and the radiator was also lowered to allow a sleeker bonnet line, which resulted in the “Low Nose” moniker.
Of only 101 “Low Nose” Giulietta SSs produced, Chassis 0061 is one of the rare aluminum versions, of which only 10 were thought to have been produced. Chassis 0061 was delivered new to Ingeniere Rolando Boni in Bergamo on June 23, 1959, and was finished in Bianco Gardenia with cream and blue cloth interior.
In 1960, the car was sold to driver Gianfranco Rovetta, who used it in some hill climbs, notably the Trofeo Lumezzane, in 1960. After several Italian owners, it found a home in Brescia in 1987, where it received its ASI homologation. Chassis 0061 was then sold to a collector in Torino and passed on to its current owner in 1994. In 2007, the owner commissioned a full photo-documented restoration by an Italian Giulietta specialist. During the owner’s research on these cars, he managed to find only 18 of the original 101 “Low Nose” examples still in existence.
An RM specialist has had the pleasure of inspecting this car and can attest to the quality of its restoration. Every detail has been given attention: The body and paint are virtually perfect, and the engine has been beautifully detailed; it even retains the original air filter. The interior is excellent and has a beautiful Jaeger mechanical rev counter. Chassis 0061 has seen little use since restoration and has rarely been seen at concours events. It is an exceptionally rare car offered by a most fastidious owner.
SCM Analysis
Detailing
| Vehicle: | 1959 Alfa Romeo Giulietta Sprint Speciale |
| Number Produced: | 101 (an estimated 10 alloy Low Noses) |
| Original List Price: | $5,663 |
| Tune Up Cost: | $400 |
| Chassis Number Location: | Engine bulkhead |
| Engine Number Location: | Intake side of engine, near front |
| Club Info: | Alfa Romeo Owners Club |
| Website: | http://www.aroc-usa.org |
This car, Lot 329, sold for $195,804, including buyer’s premium, at the RM Auctions Monaco sale on May 11, 2012.
I had a chance to see this car in October 2011 at the Auto e Moto d’Epoca show in Padua, Italy. It was being offered by a restorer/dealer and immediately caught my eye.
For those of us who have long loved the Sprint Speciale, the earliest examples have a certain magnetic appeal. A large part of that appeal comes from the somewhat extreme styling. I say “somewhat extreme” because those who have never stood next to one of the Berlina Aerodynamica Tecnica, or B.A.T., Alfa Romeo 1900 show cars — of which the Sprint Speciale is a direct descendant — would call it “very extreme.”
But to know from where the shape comes is to realize how compromised the concept actually was in production. The Low Nose cars earned their obvious nickname from a long front end that slopes downward between the headlights and ends in an oval grille opening, smaller than that seen on the later cars.
The prototype Sprint Speciale was much closer to the B.A.T. cars in style, with not only a long, drooping nose, but a long drooping tail as well, which was chopped off for a Kamm effect in the production model. In addition, the prototype’s grille opening lacked the traditional Alfa shield grille. Further distinguishing the Low Nose is the trunk lid, which is a hatch on the rear deck rather than the larger opening that comes over the edge down to the bumper as seen on later production models. Finally, the rear bumperettes of the early cars lack a reflector finial.
Among the 101 Low Nose cars there is a smaller subset of all-alloy cars, said to number 10, but there is no agreement on the number. This is a reminder that the original purpose of the Sprint Speciale was to be a factory-endorsed competition alternative to the Zagato-rebodied Giulietta SVZ, which was blowing away the standard Bertone-bodied Giulietta Sprint Veloces on tracks all over Italy.
Even with the alloy body, apparently the weight penalty of the structural reinforcements in the Speciale rendered it less than sylph-like. While some hardy souls did indeed compete in the Speciale, it failed to cover itself with glory, and Alfa turned rather quickly to Zagato to solve the problem with the SZ.
An impressive car
When I inspected this car at Padua for a client, the condition impressed me. It had clearly been very well restored — and had been a very good original to start with.
The compound curves on these cars are notoriously difficult to get right on a car that has been tweaked in any way, and the level of hand-finishing these had when built must be replicated in restoration. Unlike some contemporary Zagato-bodied cars, the panel gaps should be pencil-thin and absolutely even from top to bottom, left to right.
The interior was beautifully finished with lightweight racing bucket seats. In the RM catalog photos, the fabric on the door panels appears to have begun to sag a bit since I saw the car, but not too badly. The modern side door racing mirror is a bit jarring, and a non-stock SZ-style Jaeger tach sits in the center of the instrument cluster.
The underhood presentation is superb, with finishes exactly as they should appear, and there is no sign of random polishing and shiny painting for appearances’ sake.
I was very impressed — but my client and I had a few nagging doubts, no doubt reinforced by what was then a very high asking price. The principal question revolved around the restoration and gaps in the early history. After the documented minor competition history early on, the story picks up again in the 1980s. I examined photographs of the car in restoration, showing bare metal panels that looked quite shiny and impressive, with clean and neat welding lines.
Original or rebodied?
However, there were no images of the car as it came into the shop and none of the body being stripped. Therefore, a question mark — how much of the shiny aluminum panels had been created by the restoration shop and what quantity came from Bertone in 1959? It would be simple to reclothe a steel-bodied car in alloy during a total rebuild, and there are no consistent records that detail which of the early cars were lightweight examples. The two prototypes, 00001 and 00002 — as well as 00004, 00005, 00007 and 00009 — are known to have been all-alloy cars. Any others that may have been built have not been documented. Some sources do specifically mention this car, 00061, but it would be most comforting to have seen the old paint come off to reveal the original panels underneath.
The selling price of, €151,200, or $195,804 calculated on the day’s rate at $1.295 to the euro, was less than the 2010 asking price. At the time, there had not been a public sale of an SS over $100k, with the landmark $154,000 March 2011 and $209,000 August 2011 transactions at Gooding & Company well in the future.
Anecdotal information had indicated sales of Low Nose cars at twice what standard cars were bringing, but the rarity with which they came to market made any meaningful tracking almost impossible.
So, with the prices of the best standard production Sprint Speciales well over $100k, and putting aside the $200k sale of the ex-Briggs Cunningham “special” Speciale, this Low Nose still sold at a premium to the steel cars. That it wasn’t the premium expected may well have been down to a lack of vital information. In this case it must be considered well sold.