A Zagato for the Autobahn. Stefanie Schmidt photo
Story by Ralph Mantel
Photos by Stefanie Schmidt
Zagato cars always had and still have the potential to provoke strong opinions amongst car enthusiasts. Feelings vary between ugly to extremely beautiful. There is no such thing as common opinion or mainstream point of view on Zagato cars. You hate it, you love it, you might find them interesting or unusual, exciting or disturbing; there are many adjectives you could use. Some people just don’t know what to think when they see a Zagato. The mixture of lightweight and streamline, born from the race track, combines with a strong and striking design philosophy. The link between technical and aerodynamic needs and individual aesthetic character gave birth to cars with Zagato bodies.
The Alfa 2600 SZ is such a breed. A total of 105 cars were built, among them 5 prototypes. Currently there are about 60 cars known, spread all around the world. Not many of them are seen on the road. It seems most of them are pure collector’s cars, and they endure their lives in the garage without being driven. This is a big mistake; the Alfa is a real pleasure to drive.
An Unconventional Alfa
But this is a car that will be recognized for its remarkable appearance and unconventional design. Its designer, Ercole Spada, born in Busto Arsizio close to Milan, is one of the lesser known, though most important automobile designers of northern Italy.
Around 1960 young Ercole started his job at Zagato after attending the Technical Design School of Milan. He very soon became chief designer at Zagato and was there for almost 10 years. Among his first designs for the company were the Aston Martin DB4GTZ, the Alfa Romeo Giulietta SZ and the less well known, eye-catching Bristol 407GTZ. Spada started the design of the 2600 SZ around 1961.
One of the prototypes at the Alfa Museum.
At that time Alfa came up with two projects, the lightweight “Tubolare” Giulia 1600 TZ and the Zagato interpretation of the Alfa 2600 product line. Whereas the Giulia TZ1 was meant for racing, having a lightweight aluminum body over tubular space frame, the 2600 was the sporty car for the road. Having a steel body, it was heavier than the aluminum-bodied cars, and in fact the first prototype did not reach the desired maximum speed of 200 kmh. If you look at the prototype, you will find lots of similarities between that car and the TZ1. The prototype did not become reality the way it was. It was shown at the Turin Motor show in 1963 and it took two more years to finalize the design. Between the first prototypes and the final version of 1965 the design changed considerably. In this case, the passing time was a good thing, as the final 2600 Z developed its own unique style. One still sees the roots with the TZ1, but it is not so obvious.
Spada’s strange beauty
The 2600 Z is a car well worthy to look at its details – to view it from every angle. The shape does not come into play when viewed in a garage or a small space. Its beauty will not emerge there. It needs air and space to breathe, and distance to be looked at. Time is needed to understand the designer’s language.
Perhaps the best angle of the car. Note that there are no rocker panels, and that is intentional. Rockers always were a rust catcher.
The fine lines at the rear, almost tender looking, with its chopped tail; in front the low, dangerous, shark nose combined with a sensual grill and seductive bonnet lines. There is complex tension between sporting aggressiveness and a subliminal erotic touch. Mid Century Modern inspired interior design, organic, curvy forms and surfaces reminds me of the dynamic furniture and Industrial designs of Joe Colombo. You can feel the ultimate spirit of the 60s in every aspect of the design.
Taillight merges into the sculpture of the trunk.
Today the 2600SZ is still a hidden champion, or an “unsung hero” as Maurizio Thiebat said in an article some years ago. Many people don’t know it at all. The Lancia Zagatos, the Giulias and Giuliettas SZs, and of course the Aston Martin GTZ are much better known and appreciated. The 2600 is a secret, but as with certain paintings, its art needs time to enfold one with its power and strength.
Living with the big Z
On the technical side you will see the 6-cylinder 2600 Alfa DOHC engine. A masterpiece of motor design, it is smooth and very well behaved, plus has a lot of torque and power. Technical data show 145DIN horsepower at 5900 rpm and a top speed of 210km/h. The car is not too heavy with an overall weight of 1140kg. Acceleration is not stated in the manual, but I have measured about 11 second from 0-60mph with mine. It is equipped with three Solex 44PHH or three Weber 45 DCOE9 carbs. On the car here we have the 44PHH. The Solex can be quite tricky to adjust, but they are fantastic carbs if you set them right. The Solexes have two stages. The second stage starts to get active at around 4000 rpm by vacuum control. It must be checked that the second stage works properly otherwise you won´t have speed and acceleration. An easy check is to run the engine at 4000 RPM in your garage and then close the air filter intake for a short moment. Second stage should get active on all three carbs! You see the vacuum levers moving.
Three Solexes on this one, but many had Webers.
When valve clearance, ignition and carbs are setup correctly you don’t feel any vibration at all – smooth and calm and quiet, no shaking. The 2600SZ does not have the greatest acceleration I have ever experienced, especially in low gears. But it delivers the power when you need it. There is not a problem with today´s traffic flow and even on the German Autobahn you will not feel uncomfortable. It is best to be driven between 3000-5000 rpm.
Enough room for a six footer and company. Note the rake of the steering wheel.
Driving the car takes one back to the 1960s. The rear axle is what you would expect from that time. It has the typical rear axle stiffness in turns. The 2600 SZ makes you want to drive faster and faster. It’s fun to drive at higher speeds. I took it on the Autobahn the other day to about 180Kmh. The driver’s position is what I would expect from a 60s car. The seats are quite small and are close to the floor panels, though you find enough space for yourself and the person next to you! I am 1.90m (6ft 2 inches) tall and fit well enough, although my knees move close to the dashboard.
On the road, a step back into the 1960s.
Alfa printed a comprehensive, 300 page parts manual for the car; very helpful. The user manual is not large, but shows the necessary information needed for maintenance. In there, I found that Alfa states a static advance of 3 degrees for the ignition on the Zagato, but for the Berlina/Spider/Sprint they state 7 degrees. I set my car to 7 degrees and it runs much better!
Finding engine and mechanical parts is not a problem but body parts are a big deal. I cannot think of any metal parts that you can buy. However, front lights are from Citroen, direction indicator lights are NSU, and many other parts you will find on other cars. Rubber seals for windows can be bought new in Italy at a reasonable price. In general, it’s possible to maintain this rare beauty without too many difficulties- as long as you are not looking for chrome or carozzeria parts. Those you would have to manufacture yourself.
Compared to its counterparts, the Alfa has its own style. The Lancia Flaminia Sport Zagato is closer to the Aston Martin DB4GTZ. They have a lot in common and share several design aspects. The Alfa has no real sister or brother, its appearance stands more on its own. To the connoisseur the car is becoming attractive these days. Compared to a Lancia Flaminia Sport Zagato buying prices seem to be moderate and well worth the investment. My wife and I just entered the car on the Masterpieces in the Park Concorso at Schloss Dyck in Germany this summer.
Stefanie& Ralph, owners.
We found great positive response from the people there and the car was awarded for its design. There seems to be a strong affection for the Mid Century Modern Design of the 50s and 60s these days, especially amongst younger people. Industrial Designers like Dieter Rams, Joe Colombo or Mr. Spada were highly influential at that time and have a huge impact on designers today. The Alfa 2600 SZ was born during that highly creative time period. A quality design work, created by a master of his craft!
Within the 1200 year old Paderborn City, Germany.
The history of Serial Number AR 856075
AR 856075 was produced on 18th May 1966 and delivered on 25th June to its first owner, Nina Cappucio in Roma in its original Bianco with Nero interior.
Unfortunately, nothing else is known until 2000, when the car was auctioned 2000 at Bonhams in Geneva. Before the auction the car was restored in Germany in 1992 at 120K Deutsch Mark. The auction text showed more details but it is lost.
In 2003 the car was auctioned again by Bonhams in Geneva. The new owner was Ian Wade, a collector from Hong Kong. The car remained within his collection in England.
I bought the car in 2016 thorough his agent in England. I found its condition very good but not running well. The problem were considerable damages from not being used. I had to rebuild the carburetors, brakes, gearbox, fuel tank and fuel system together with various electrical problems. I consider the car as very little being used after its restoration. The underneath looks like new. Now that it is in perfect running condition, we use it regularly.
Bonjour ,
il me semble que les phares avant – à l’identique de la Lancia Fulvia Zagato – ne proviennent pas de l’AMI 6 CITROEN , mais plutôt de la SAAB 99 ou de la RENAULT 12 GORDINI (vitre convexe vers l’extérieur ) … et peut-être même de la FORD GT 40 ( à vérifier, c’est quand même plus prestigieux …) . En tout cas une merveilleuse auto d’une grande classe , tout particulièrement dans ce Bianco original . Cordialement
bob arcos
it seems to me that the headlights – identical to the Lancia Fulvia Zagato – do not come from the AMI 6 CITROEN, but rather from the SAAB 99 or the RENAULT 12 GORDINI (convex window towards the outside) … and maybe even the FORD GT 40 (to check, it’s still more prestigious …). In any case a wonderful car of a great class, especially in this original Bianco. Cordialemen
Wouldn’t you love to see just one 2600 Zagato that the bonnet (hood) lid fit/
Carl, it’s a handbuilt Zagato. Appreciate it for what it is, not mass-produced or over-restored perfection.
Oliver
had a chance to buy one in ft. worth 40 years ago for $7,500. engine overhauled but the car needed a clutch slave cylinder. while we’ve had 9 Zagatos in the family the contrast between the cars rounded form and the (nearly) flat side glass turned me off; also an alfa tech said the engines were difficult to maintain. it wasn’t much of a performer but that’s okay; fast enough, like mt Flaminia z. the hood has fit just fine on all our cars, by the way
Great to hear from a fellow 2600 SZ enthusiast. I’ve held on to a couple of these for 40+ years now. Pete, if I remember correctly you had one yourself, correct?
To answer your question about the lack of rockers, guess you would have to ask Spada himself, but none had rockers. And it gives a distinctive look to the profile.
The first book published on Zagato was by Michele Marchiano in 1984. On page 81 he describes the 2600 SZ as ” A Zagato aerodynamically efficient and exceptionally beautiful, perhaps one of the most beautiful lines ever built by Zagato.” I’ll leave that one to the beholder, but it is a design that ages well and like most all Zagato’s, creates a lasting impression. I met Elio Zagato at the factory in 1984 and though we had a definite language barrier, he took note of my car’s pictures and quickly escorted me through the modest plant securing all he had left for this model, carefully placed in a cardboard box and given to me, he then signed my newly acquired book! Quite a gentleman, as is his son.
Note the SZ is built on the shorter, and lighter 2600 spider chassis. I also have the Bertone Sprint, both have the optional intake with Weber carbs and about 165 + SAE Gross hp. The SZ has about 7 mph+ on the top end, due to the superior aero. About 125 mph for the Bertone, 132 or so for the SZ. The greatest improvement one can give these wonderful GT cars is a tire/wheel upgrade, from the OEM 165 X 400 mm tires on a 400 x 4.5″ or 5″ (steel on the Bertone, 2 piece Borrani disc on the SZ) to a 16″ X 6.5″ wheel with 215/65-16 VR upgrade. The brakes are fabulous and their size is what dictated the original 400 mm wheel size. At the time, a decent 16″ tire was scarce, and a 15″ wheel would not clear the calipers, so they chose the 400 mm (about 15.75″). Not only does the car handle better with the wheel/tire upgrade, it looks as it should as well. Much more aggressive.
I’m anxious to read your next article, on the ISO Lele, I have one sitting next to the SZ’s, also an overlooked model through the years. With an upgraded Cleveland/ZF, a fast and very comfortable GT as well. But not a Zagato!
Carl,
I believe the headlights are Cibié units as used by Renault, well spotted.
Cordialement,
Gavin
I remember the first 2600 Zagato I saw. It was seemingly abandoned on the street in Roma, 1973. A glorious machine rusting on flat tires. I should search out my photographs of it, perhaps the same car? Unlikely, I know.
It’s worth comparing this Alfa to another Zagato/Spada design a few years later — the Lamborghini 3500 GTZ. Like the Alfa, it has a curvaceous front end (though closer to the Aston Martin DB4 GT) and a rather abrupt, lipped Kamm tail that is not entirely in character with the rest of the car. To my eyes, the earlier Alfa is the much more successful shape, though, well balanced and quite beautiful.
I am restoring one. The hood fit is not that pleasing, but that is the fit they came with. Mine is that way too and never in an accident. So that is fit for Zagoto cars! It is part of these cars. I love all the comments!
A stunning beauty. Thank you for posting your story.
Very similar lines to the Giulietta and Giulia SZ cars with subtle and appropriate changes.
saw an Austrian registered one live a couple of weeks ago during the Bernina Gran Turismo weekend! a stunner indeed!
Many thanks for all the valuable comments! Doug, it would be great if you could send that picture from the car you saw in Roma. I am very excited now.
My Best
Ralph
Enjoyed the article very much. What a pleasure t0 own such a piece of art. A responsibility as well. I assume as things ‘progress’ machines like these will be unlawful on the road , and only be seen in museums. Ah! Progress.