Technical details

Engine Cast iron in-line 6 cylinders
Position Front longitudinal
Aspiration Natural
Valve train DOHC, 2 valves per cyl.
Fuel feed 3 Weber 36 DCS carburettors
Displacement 2443 cc / 149.1 cu in / 2.4 l.
Bore 72 mm / 2.83 in
Stroke 100 mm / 3.94 in
Compression 7.5:1
Power 70.8 kw / 105 bhp @ 4600 rpm
Specific output 38.89 bhp per litre
Bhp / weight 70.37 bhp per tonne
Body / frame Aluminum or steel body over steel frame
Steering Worm-and-peg
Front suspension Independent, wishbones, coil springs, telescopic dampers
Rear suspension Independent, wishbones, torsion bars, telescopic dampers
Weight 1542 kg / 3400 lbs
Transmission 4-speed manual, rear-wheel drive
Gear ratios :1
Top speed  155 kph / 96.3 mph

1949  Alfa Romeo 6C 2500 Super Sport Cabriolet

“The current Alfa Romeo conceals as beautiful a chassis as ever with four-wheel independent suspension and a six-cylinder twin overhead camshaft unsupercharged engine...”- The Autocar, July, 1949.

Its Portello factory devastated by wartime bombing, Alfa Romeo did not resume car production until 1946 with, enevitably, a pre-war carry-over, the 6C 2500 in a variety of new guises forming the basis of the Milanese marque’s post-war recovery. Destined to be the last of the separate-chassis Alfas, the 2500 has debuted in 1939 and was a development of the preceding 2300. Styled in-house , but strongly influenced by Touring, the streamlined five-seater Freccia d’Oro (Golden Arrow) sports saloon was built alongside coupe and cabriolet versions featuring bodies by the lines of Pinin Farina, Touring, Bertone, Vignale and Zagato plus a six/seven-seater berlina on a longer wheelbase. The Pinin Farina cabriolet had a particularly glamorous design, having a wide bench seat offering room for three occupants, steering column mounted gear lever and winding side windows.

The car was powered by an inline-6 engine that traced its roots back to the prewar competition models. It was originaly designed by the legendary Vittorio Jano and was reengineered by Bruno Trevisan to have a 2433cc displacement, improved cylinder head and a 7.5:1 compression ratio becoming the 2500 in 1939. The top model was the Super Sport (SS) which had the shortest wheelbase for nimble handling and a triple carburetted engine capable of 105 bhp. This 2500 was a faster car and the first to reach 100 mph thanks to its increased engine capacity and an improved fuel feed. The pre-war cars could be ordered in several chassis lengths and various stated of tunes: Turismo (87 bhp), Sport (95 bhp), SS or Super Sport (105 bhp) and SS Corsa (125 bhp).

The Alfa Romeo tradition of building driver’s cars par excellence was upheld by the 2500, for although the box-section chassis was no longer state-of-the-art, it nevertheless boasted all-independent suspension, generously-sized brakes, fast-geared steering and an unusually slick, column-mounted gearchange. The latter enabled Alfa to claim the model was a full five-seater, with three passengers accommodated in the front and two – three at a pinch – in the rear.

As a racing car, the 6C 2500 SS made its debut by winning the Tobruk-Tripoli coastal endurance race in 1939, and continued its sporting success after the war from 1946 to 1950 with three 6C 2500 Competitziones.

A total of 2,200 6C 2500s were made of which 383 Super Sports and it was Alfa’s most successful model of that time.