Alfa Romeo’s 1900 had already proven itself as a jack-of-all-trades—comfortable enough for family road trips yet eager to show its claws on the racetrack. But not everyone was satisfied. Enthusiasts craved more power, while purists bemoaned the lack of a proper floor-mounted gearshift. And then there were the coachbuilding connoisseurs—those who longed for a coupé, a cabriolet, or a bare chassis they could hand over to Italy’s finest carrozzerie for a tailor-made masterpiece.
The birth of the Super Sprint
So, in true Alfa Romeo fashion, the Milanese marque rolled up its sleeves and got to work. In 1954, in an effort to live up to its bold slogan—”the family car that wins races”—Alfa decided to up the ante. By increasing the bore of the pistons by 2 mm, the engine displacement grew from 1,884 to 1,975 cc, unlocking more power and making the 1900 even sharper. To mark this evolution, the model range adopted the “Super” badge, giving birth to three new versions: the 1900 Super, 1900 Super T.I., and the crown jewel, the 1900 Super Sprint coupé.
Under the hood, power figures climbed accordingly. The Super sedans produced a respectable 90 horsepower, but the real stars were the T.I. Super and Super Sprint models, which boasted 115 horsepower thanks to a pair of twin-choke carburetors. And to address the critiques of the original 1900, Alfa introduced the 1900C chassis (C for “Carrozzieri” – Coachbuilder), a shorter-wheelbase platform designed specifically for coachbuilders. This allowed legendary firms like Touring and Pinin Farina to craft stunning coupés and cabriolets, officially sold through Alfa Romeo dealerships as the 1900C Sprint and 1900C Cabriolet.
The 1900C Sprint, built by Touring using the famed Superleggera method, was a lightweight marvel—tipping the scales at just 1,000 kg, a full 100 kg lighter than the sedan. With its aerodynamic styling, reminiscent of the 6C 2500 SS Villa d’Este, it could hit 180 km/h, putting it toe-to-toe with the Lancia Aurelia B20 GT, both on the road and the racetrack. Meanwhile, the Pinin Farina cabriolet, slightly heavier due to its folding roof mechanism, was still no slouch, reaching a top speed of 170 km/h.
Inside, the Touring coupé was every bit as exclusive as its price tag suggested—at 2,697,000 lire, buyers were treated to hand-finished details, a sporty yet elegant dashboard with circular instruments, and a luxurious mix of fabric, vinyl, and wood-trimmed elements. While these cars were technically part of the Alfa Romeo lineup, they were essentially bespoke machines, with customers able to personalize them to their heart’s (and wallet’s) content.
Technically, the Super Sprint retained the fundamental underpinnings of the 1900 family: a monocoque chassis, independent front suspension, a live rear axle with a central triangular arm, and four drum brakes. However, unlike its predecessors, it featured a five-speed gearbox, offering a sportier and more engaging drive.
Between 1955 and 1958, Alfa Romeo built 599 examples of the 1900 Super Sprint, split into two series: the earlier models retained a column-shift gearbox, while the later ones—and the last units of the first series—adopted the much-preferred floor-mounted shifter.
The Alfa Romeo 1900 Super Sprint quickly earned a reputation among gentleman drivers and privateer teams as a formidable competitor. With its nimble handling, impressive speed, and rock-solid reliability, the “Millenove” was a class winner in Touring and GT racing, excelling in both sprint and endurance events across Italy and beyond. Whether on the Mille Miglia or the circuit, this was a car that truly lived up to its promise—a family car that could, and did, win races.
Expanding the 1900 Family: Cabriolets, Coupés, and the “Spring”
The 1900 lineup wasn’t just about sporty coupés and elegant sedans—Alfa Romeo made sure there was something for everyone. The range welcomed the sophisticated Pinin Farina cabriolet and the unconventional three-door Primavera by Boano, the latter available in an eye-catching two-tone finish. While the Touring-built coupés and Pinin Farina cabriolets were sold directly through Alfa Romeo dealerships, the Primavera added a unique twist to the family tree.
Unveiled at the 1955 London Motor Show, the Primavera was an intriguing two-door sedan produced by Boano and Carrozzeria Ellena. Unlike the standard 1900 Super, it featured a sleeker profile with frameless doors, a pillarless side design, and a wraparound rear window that gave it a panoramic effect. The most distinctive touch? The tailfins—because in the mid-’50s, nothing said “modern” quite like a set of sculpted rear fins. Officially listed in the Alfa Romeo catalog, the Primavera (Spring in italian) was available for 2,595,000 lire and underwent two styling revisions before production ended in 1957.
But the biggest shake-up came in 1956, when Touring introduced the final and most dramatic evolution of the 1900 coupé. With the Giulietta Sprint stealing hearts and sales, Alfa Romeo decided its flagship needed a fresh look. The new 1900C Super Sprint took a sharp departure from its predecessors, shedding its resemblance to the 6C 2500 SS Villa d’Este and instead channeling the design language of its younger sibling. The resemblance was so striking that enthusiasts quickly nicknamed it the “Giuliettona”—or “big Giulietta.”
Despite the styling overhaul, the 1900C SS remained true to its roots, retaining its Superleggera aluminum construction and the same robust mechanicals as before. However, thanks to its sleeker, more aerodynamic shape, the top speed increased to an impressive 190 km/h—a serious number for the era. Inside, the dashboard was redesigned with a new instrument layout: the two primary dials and four secondary gauges were now grouped neatly under a single matte-finished visor, adding both style and functionality.
Among the many illustrious owners of this final Super Sprint was none other than the Shah of Persia, Mohammad Reza Pahlavi, whose garage reportedly housed over 300 cars. One of his favorites? A Matador Red 1900C SS, outfitted with a black leather interior and a column-shift gearbox. Because when you already own hundreds of exotic cars, sometimes you just want to cruise in effortless Italian style.
When Alfa Romeo Let Creativity Run Wild
Some Alfa Romeos are built to win races. Some are built to turn heads. And then there are those rare machines that do both—cars so ahead of their time they seem to belong to another world.
If there’s one Alfa Romeo that truly deserves legendary status, it’s the 1900 C52 “Disco Volante” (Italian for “Flying Saucer”). Created in 1952 by Alfa’s engineering team and shaped by Carrozzeria Touring, the Disco Volante wasn’t just a car—it was a design statement. Built on a tubular frame and clothed in ultra-light Superleggera aluminum, its biconvex body was so aerodynamically advanced that Alfa Romeo patented it as an “ornamental model.”
Under the hood, a lightweight 2.0-liter aluminum inline-four pushed out 158 horsepower, allowing it to reach 220 km/h—serious speed for the time. Five examples were built: one coupé, one standard spider, one “narrow-hipped” spider, and two with six-cylinder engines. The Disco Volante quickly gained international fame, attracting attention from the likes of astronaut Charles Conrad, actor Tyrone Power, and TV host Mike Bongiorno. Unfortunately, despite eager customers (especially in America), Alfa never put it into full production.
After the Disco Volante project ended, Alfa Romeo set out to create a sports car for well-heeled enthusiasts: the 2000 Sportiva. Designed by Franco Scaglione and built by Bertone, it came in coupé and spider versions. Underneath, it rode on a shortened Disco Volante chassis with upgraded suspension, De Dion rear axle, inboard rear brakes, and Borrani wire wheels.
Power came from a modified 1900 Super engine, now producing 138 hp thanks to higher compression, dry-sump lubrication, and twin Weber carburetors. Weighing only 915 kg, the coupé could hit 220 km/h, making it one of the fastest Alfas of the era. The open-top 1900 Sport Spider, visually reminiscent of the Arnolt-Bristol, saw limited competition use, driven by Alfa test driver Consalvo Sanesi. Unfortunately, despite its potential, the 2000 Sportiva never made it past the prototype stage.
Between 1953 and 1955, Alfa Romeo and Bertone unleashed a trio of concept cars so radical they looked like they had arrived from the future. Known as B.A.T. 5, B.A.T. 7, and B.A.T. 9 (Berlinetta Aerodinamica Tecnica), they were the brainchild of designer Franco Scaglione and production lead Ezio Cingolani.
Based on the 1900C chassis, each B.A.T. model pushed aerodynamics to the extreme with massive, curved tail fins and sculpted bodywork designed to slice through the air. Underneath, a 100 hp engine and 5-speed manual gearbox propelled them to around 200 km/h—incredible for road-going concepts of the time.
Other Special 1900s
The Alfa Romeo 1900 wasn’t just limited to standard production models. Numerous coachbuilders took the 1900C chassis and transformed it into unique, limited-edition vehicles, showcasing Italy’s craftsmanship and creativity. These special editions included contributions from legendary companies like Touring, Pinin Farina, Bertone, Boano, Ghia, Vignale, and Zagato, among others.
In addition to the Disco Volante, Touring produced special 1900C SS models in 1955, including a coupe and a convertible with slight design variations compared to the regular Super Sprint. For the 1957 Geneva Motor Show, Touring unveiled a one-off convertible based on the 1900C SS “Giuliettona” by cutting its roof.
PininFarina also created special versions, including a two-seat coupe with a panoramic rear window, limited to just 100 units between 1952 and 1953. The design was graceful, and its curves hinted at future Ferrari models, such as the 250 GT SWB. Pinin Farina later developed the TI Coupe, featuring a bold front grille and prominent air intake on the hood.
Before moving on to more famous designs like the 2000 Sportiva, Bertone created the 1900 L two-door sedan in 1953, followed by the 1900C “Perla” Spider with an optional hardtop. Meanwhile, Boano designed a special 1900C Coupe in 1955, which shared some similarities with the Disco Volante but featured sharper lines and a split rear window.
Ghia also played a major role in the development of 1900-based specials. In 1953, Ghia produced the Sprint Supergioiello coupe and later worked with Carlo Abarth to design the Alfa Romeo-Abarth 2000, a car that featured a distinctive rear hatch integrated into the rear window. Ghia’s Swiss subsidiary, Ghia-Aigle, also made a few custom 1900C coupés and convertibles with American-style fins and even a special roadster painted in orange, designed for a boating enthusiast.
Vignale created a series of remarkable 1900-based cars, including a coupe and a La Flèche convertible in 1955, designed by Giovanni Michelotti. Their designs were sleek, with influences from Lancia’s Aurelia B52, showcasing Vignale’s focus on aesthetic refinement.
One of the most famous interpretations of the 1900C came from Zagato, which produced the 1900C SS Z (Super Sprint Zagato) from 1954 to 1956. With its lightweight aluminum body and aggressive aerodynamic modifications—such as a double-bubble roof and hood air vents—it became one of the fastest and most sought-after cars of the time, winning favor with amateur racers, especially in the Mille Miglia.
Conclusion: The End of an Era
The production of the Alfa Romeo 1900 Super Sprint officially ended in 1959, with over 17,000 units produced. It was replaced by the Alfa Romeo 2000, a larger, more luxurious sedan that moved away from the 1900’s sporty heritage. While the 2000 carried over much of the 1900’s mechanical expertise, its design marked a shift toward more formal, elegant cars, setting the stage for future Alfa Romeo sedans.
