Alfa Romeo Alfasud Sprint 6C with V6 Busso: another of the brand's unfulfilled dreams — Italpassion

Holy Alfa Romeo Alfasud! Launched in 1972, the Milanese compact was much more than a car: it was the spearhead of a real political-industrial project, supported by the Italian state (owner of the brand at the time via the IRI structure), to develop the "poor" Mezzogiorno in relation to the rich north of the peninsula. The idea was to create jobs by building a factory dedicated to this car, on the Pomigliano d'Arco site. The Alfasud was a commercial success, with more than a million units produced, but unfortunately it also contributed to a decline in the brand's image, with manufacturing quality (the famous rust!) and reliability problems that were to have a lasting effect on the Biscione's reputation. For a whole generation, the Alfasud represented the first stirrings of Alfistas, while for others it marked the beginning of the decline.

The Alfasud enjoyed a sporting career, both on the circuit, with the Trofeo Alfasud, and in rallying, with the Ti taking several class victories, notably in Monte Carlo. The advent of Group B regulations, which officially began in 1983, with its permissive rules, technical freedom and flexible homologation regulations, prompted many manufacturers to take an interest and develop prototypes. Autodelta, the manufacturer's competition department, worked on a Sprint 6C.

Heart of Alfetta

The two examples prepared by Autodelta swapped their 4-cylinder boxer and front-wheel drive for rear-wheel drive architecture and, above all, a 2.5-liter Busso V6 under the hood, derived from the GTV6, by mounting it in the longitudinal position in place of the rear seat, along with the ZF 5-speed gearbox. Initially, the idea of grafting a turbo onto the boxer had been considered, but Carlo Chiti preferred the reliability assured by the naturally-aspirated engine. With 160 hp and a weight of less than a ton, we can already imagine the character of this compact car! The announced figures were based on a top speed of 215 km/h and a 1,000-metre standing start in 27.3 seconds.

While the GTV's V6 was exactly 2492cc, the Sprint 6C was homologated with a 2503cc engine. This maneuver was carried out with a view, following approval of the 6C's homologation, to endowing it, through an "evolution", with an engine capable of up to 3 liters in displacement and boasting 300hp, rather than the 220-230hp available from the 2.5-liter V6 engines that raced in the European Touring Championship. New bumpers, a new rear spoiler and the use of wider wheel arches had been implemented, as had rear-wheel drive and a five-speed gearbox with coupled differential.

A proto that causes a sensation in Paris

A first version of the prototype was presented at the Paris Motor Show in October 1982. This prototype was based on the first-generation Sprint introduced in 1976, while Phase 2 was due to arrive in 1983, but the design already incorporated elements of the restyling, including the four round lights at the front.

Designed by Zagato, the wide-winged body features aerodynamic fascias, streamlined mirrors, a rear window covered by a horizontal grille, a double exhaust tailpipe in a central position under the rear bumper and a large "Sprint 6C" sticker, printed in a graphic that smacks of the 80s, covering the rear of the spoiler, the inner part of which is occupied by two air intakes.

The interior features leather seats with open headrests (as on the Giulietta Turbodelta or the latest GTV6s), a leather-wrapped (!) transmission tunnel and ace console, and a red-trimmed floor. It's sure not to go unnoticed.

Prototype 2: a step away from production

A second prototype arrived shortly afterwards and appeared more accomplished, foreshadowing a real production version. The front bumper is more muscular, with fog lamps and a chrome grille, the interior upholstery is black, the rear windows are in Plexiglas and the rear window cover, now body-colored, is more aerodynamically integrated.

The wider (but still 15-inch) wheels also feature a new design with holes, while the rearview mirror, now unique, takes on a "classic" shape similar to that of the restyled production Sprint. The rear spoiler, integrated into the bodywork, is accentuated and now in two parts: the first part is integrated into the tailgate and interlocked with the second part, which is integrated into the rear body panel. The Sprint 6C sticker has been removed, to be replaced by the brand's logo (in full color, of course, unlike today...).

An air extractor also appears below the license plate, upstream of the oil cooler. The exhausts are now separated on either side of the rear bumper and better integrated. Inside, the Momo steering wheel and bucket seats are much more modern and racing-like, but some of the leather upholstery of the 1er prototype has disappeared. As for the gearshift, it's identical to that on the Lancia Rally 037.

Reality principle

It all looked promising... but that's as far as it went. Alfa Romeo had already embarked on a major program with the turbo engine in F1 (which was a considerable flop), at a time when the manufacturer's financial situation was critical. Alfa Romeo didn't have the resources to industrialize such a project, which required 200 production units for homologation. What's more, the absence of all-wheel drive led some to fear that the car's efficiency would be limited and reserved for asphalt racing, while the Group B category was evolving rapidly. In 1986, the premature end of Group B and the sale of Alfa Romeo, until then state-controlled, to FIAT, which gave priority to Lancia in rallying, put a definitive end to all speculation. Alfa Romeo left it at that (like many other examples in its history), but the GTV6, 75 Turbo and 33 continued the Biscione's rallying tradition with fine results in Group A and Group N.