Destined to be the last of the separate-chassis Alfas, the 2500 debuted in 1939 as a development of the preceding 6C 2300B. The engine was, of course, the latest version of Alfa’s race-developed twin-cam six, its 2443cc displacement having been enlarged by boring out the 2300 cylinders by 2 mm for a bore and stroke of 72 x 100 mm. Maximum power ranged from 90 bhp for the single-carburetor Sport model to 105 bhp for the triple-carb Super Sport. Production of the model spanned the war, finally ending in 1953, with a total run of 2,594.
This handsome 6C 2500 carries Superleggera four-seater cabriolet coachwork by Touring of Milan, and retains its original 105-bhp Super Sport engine, as indicated on the chassis plate. Most Villa d’Este models were fixed-head coupes built on the short-wheelbase three-meter chassis, and a cabriolet such as this on the standard 3.25-meter chassis is rare. Distinctive styling touches include disappearing exterior door handles, door pulls and amber window winders and switchgear.
Chassis number 918089 was delivered new in October 1951 to Garage Conva, in Vaduz, Lichtenstein, subsequently spending much of its life in Chile. The current owner acquired the car in Santiago in 1983. The bodywork was restored six years ago by Los Hermanos Torres, of Santiago, and the mechanical refurbishment was undertaken by the owner himself. Only a handful of miles has been covered since completion. The car is in running condition, though would probably benefit from a service, and, apart from a few easily rectifiable cosmetic blemishes, the body, paint and brightwork are all in very good condition. The brown soft top is easily erected. This coachbuilt Italian Gran Turismo comes with Registro Internazionale Touring Superleggera letter of acceptance and Alfa Romeo factory production certificate.
{analysis} This car sold for $93,620 at the Brooks Goodwood Festival of Speed weekend on June 23, 2000. The sale price was twice the auction house’s estimate, but below the SCM Price Guide of $100,000 to $150,000 for this model. The low initial estimate was due to the car’s condition. SCM’s Richard Hudson-Evans reports that the car showed only 5 km (8 miles) on the odometer, but was “incomplete and needed finishing. [It was] over-thickly painted and missing wiper arms and blades.”
An auction description containing phrases such as “running condition. . .benefit from a service. . .easily rectifiable cosmetic blemishes,” signals that the new owner will have much to do before the car is truly reliable and presentable. Interestingly, the ex-Eric Clapton 6C 2500 SS PF-bodied cabriolet sold for $126,000 at the same show, perhaps raising the interest in the Villa d’Este.
There is probably not a single auction description of an Alfa Romeo that does not make reference to one of Alfa’s “race-developed” features. In point of fact, the 6C 2500 model, like its predecessor, the 6C 2300, was conceived as a passenger car. Most of the models produced were somewhat slow and heavy for their heritage, in spite of model designations like “Pescara,” “Mille Miglia” and “Super Sport.” Even sporting 6C 2500s do well to approach 100 mph, and it was not until 1948 that the 6C 2500 Competizione appeared with an engine developing 145 bhp for a top speed of 125 mph. An experimental car, the 6C 3000 C50, was developed by Colombo from the 6C 2500 Competizione and ran in the 1950 Mille Miglia. By all accounts it was an evil-handling beast.
However, the significance of the 6C 2500 cars cannot be underestimated. The svelte, sparely decorated bodies from Touring and Pinin Farina on this chassis helped set the direction of the post-war automobile. The 6C 2500s offered fully independent suspension with rear torsion bars and a handsome twin-cam engine. Models included single-, dual- and triple-carburetor engines and short- and long-wheelbase designations. Styles ranged from two-place cabriolets to limousines.
The fact that 956 6C 2500s were produced in 1947 says something about Alfa’s ability to protect its pre-war stock of parts, and a lot about the resilience of the Italian spirit.
If there had been no war, it is likely that Alfa would have moved quickly to replace the 6C 2500. The S11 model of 1938, designed to succeed the 6C 2500, featured a 90-degree V8 engine of 2260cc that developed 94 bhp and could power the 2,300-lb, four-door sedan to 100 mph. The S10 sedan of the same year offered a 60-degree V12 engine of 3.5 liters and produced 140 hp for a top speed of just over 100 mph. As the Italian fortunes began to unravel, and bombs began to fall, Alfa moved its design department north to Lake Orta, where Wifredo Ricart designed the more-modest 6C 2000 Gazelle, a six-passenger sedan powered by a 1954cc engine in a fully independent chassis. Only one of these cars was ever fully assembled and it remains the undiscovered grail of post-war Alfadom.
This Villa D’Este, in its tired condition, brought all the money and more. The new owner has a rare piece, but paid a hefty price for that privilege.—Pat Braden{/analysis}