In the mid-30’s, Italy was fully engaged in its politics of colonial expansion. Many factories were being adapted for weapon production and Alfa Romeo was one of them. But despite the wartime production, Alfa continued to dedicate a part of its efforts to the development of racing and passenger cars. Mussolini surely had an interest in nourishing the motor racing for the obvious reason of prestige but he also wanted to have a super-racing car from Alfa as an example of the Italian creativity in the world. In Germany, Mercedes and Auto Union were in a similar situation and they suddenly had a lot of finances for the development of their sports cars.
This is how the 2900 A was born in 1935 as a dedicated sports car with an engine directly originating from the famous P3. It became one of the most successful Grand Prix cars of the era. Then in 1937, a more “civilised” passenger car, type B, was derived from 2900 A. The two versions differed mainly by the compression ratio and by the length of their chassis.
Right from the beginning the 2900 B seemed to be fated by its very nature to sell just in few numbers and it did indeed. It is estimated that there were 20 exemplars of the passenger version with short wheelbase and only about 10 with the long wheelbase. In all, there were little more then 40 of these cars ever produced, including the racing A models.
Alfa Romeo was not alone in these low number productions as for some strange coincidence many of prestigious cars of this period never produced in more then 50 exemplars.
The 8C 2900 was designed to compete in sports car races in general and the Mille Miglia in particular. It used the 2.9 L version of the 8C engine and was based on the 8C 35 Grand Prix racing chassis. As such, it had an inline 8-cylinder 2.9-litre engine using two Roots type superchargers fed by two updraught Weber carburettors and fully independent suspension with Dubonnet-type trailing arm suspension with coil springs at front and swing axles with a transverse leaf spring at the rear.
The 8C 2900A was shown to the public at the 1935 London Motor Show and was advertised for sale there. The engine, with a stated power output of 220 bhp (160 kW) at 5300 rpm, was detuned from the Grand Prix racing version. Ten 2900As were built, five in 1935 and five in 1936.
Scuderia Ferrari entered three 8C 2900As in the 1936 Mille Miglia and again in the 1937 Mille Miglia. In 1936 they finished in the top three positions, with Marquis Antonio Brivio winning, Giuseppe Farina finishing second, and Carlo Pintacuda finishing third. In 1937 they finished in the top two positions, with Pintacuda winning and Farina finishing second; the third 2900A, driven by Clemente Biondetti, did not finish. The 8C 2900A also won the 1936 Spa 24 Hours with Raymond Sommer and Francesco Severi.
The 8C 2900B began production in 1937. The 2900B design made some concessions to comfort and reliability. The engine was detuned further to 180 bhp (130 kW) at 5200 rpm. The 2900B chassis was available in two wheelbases: the Corto (short) at 2,799 mm (110.2 in), which was longer than the 2900A's 2,718 mm (107.0 in) wheelbase, and the Lungo (long) at 3,000 mm (118.1 in).The wheels of the 2900B had 19-inch rims fitted with 17-inch (432 mm) hydraulic drum brakes.
Thirty-two 2900Bs were built in regular production, ten in 1937, and twenty-two in 1938. Another 2900B was assembled from parts in 1941. Most of these cars were bodied by Carrozzeria Touring, although a few were bodied by Pininfarina.
A 8C 2800 with Pininfarina cabriolet bodywork was auctioned for US$4,072,000 by Christie's at Pebble Beach, California. This was the tenth highest price ever paid for a car at auction at the time
A rare video of one of these Great Cars on the move here.
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