In the early 1950s, youthful sports car enthusiasts could choose between the MG TD or the XK Jaguar. The performance and price gap between those two models was only partially filled by the Triumph and Austin-Healey. Only the more affluent could enjoy the superior weather protection and comfort of a Porsche or Aston Martin. The Alfa Romeo Giulietta Spider, introduced in Italy in 1955, offered weather protection equal to the most expensive sports cars and a very comfortable ride for only about $900 more than an MG. Its styling was fresh and aerodynamic, its handling light and responsive and its dramatic 80-hp, all-alloy twin-cam engine set it apart from the majority of pushrod sporting engines of the era.
The 1,290 cc displacement of the Alfa gave it somewhat leisurely performance compared to American cars and the Jaguar, and the supple suspension, though wonderfully comfortable, was initially regarded as suspect by enthusiasts schooled on harsh-riding MGs. In competition, however, the Alfa quickly proved itself against cars of significantly higher displacement. Typically, enthusiasts wondered how to improve the car's performance even more.
They did not need to wait long for the authoritative answer. One year after the Giulietta appeared, the factory offered its own hot-rodded version, the Giulietta Veloce. If the twin-cam Giulietta engine was attractive, it became absolutely irresistible when fitted with dual DCO3 Weber side-draft carburetors. The visual impact of the Giulietta Veloce's engine is immediate: Its dual Webers occupy almost as much real estate as the engine itself, which is canted slightly to make room for the huge carburetors. The Veloce carried other important features that helped assure a reliable 90-hp engine.
Hotter camshafts, a shaved head, forged pistons, a cast-alloy sump and electric fuel pump were some of the added features contributing to its performance. The Veloce came with a 10/41 ring and pinion (compared to the 9/41 setup of the Giulietta) and could reach 112 mph. Road & Track's test of a Veloce in 1958 reported a 0-60 time of 14.1 seconds.
The car pictured here is red with a black interior, with red piping to the seats. It has original dual Weber DCO3 carburetors and tubular headers in a slightly over-detailed engine compartment. The body is straight, with no evidence of rust. A later four-speed transmission has been installed. Upon close inspection, all the hallmarks of a "true" Veloce, including a special rubber mount on the frame on the exhaust side of the engine, are present.
{analysis} This car sold for $20,140, including commission, at the January Barrett-Jackson 2000 Auction. This is at the high end of SCM's Price Guide, and a top price for a non-concours car.
In 1959 Alfa made an unannounced transition from the 750 to the 101 series Giulietta mechanicals. As a result, it's possible to find a combination of new and old components in 1959 cars, so the "later" four-speed gearbox may in fact have been original for the car. It's fortunate that the owner stayed true to the essential character of the car and did not opt for the easy conversion to a fifth speed.
Following several decades of enthusiast conversions, finding a real Veloce can be a challenge. An 8000 rpm, no-redline tach, dual DCO3s and a cast-alloy sump do not a real Veloce make. Converted Giuliettas lack the forged Borgo pistons and additional valve shims that help make the engine bulletproof, even over 7000 rpm. The easiest way to identify a Veloce is the 750F designation on the bulkhead plaque. And if you think that's a "conversion" too, then check for the electric fuel pump lead coming out of the wiring harness amidships beneath the car, and the separate carburetor intake duct on the driver's side of the horizontal grille.
As desirable as the Veloce is, it has some drawbacks as an around-town driver. Just as the Veloce is Alfa's textbook on how to modify an engine, it is a demonstration of the difference between horsepower and torque. The Veloce offers gobs of the former and precious little of the latter. As a result, getting underway from a stop requires considerable throttle and a sensitive application of the clutch. About 3000 rpm and some clutch slippage are required to pull away without stalling. Veloces are also notorious for being hard to start in the cold. The standard response is to subtract the ambient temperature from 100 to get the number of times to pump the accelerator pedal before starting. Another aid to easy cold starts is to run a very large ground wire between the battery (in the trunk) and a starter mounting bolt.
Today, a straight, rust-free body on a Giulietta simply means that its inevitable rust has been cleansed and the nose straightened after countless parking-lot and curbside encounters. Though the overall impression of the Giulietta Veloce is one of delicacy bordering on the fragile, they have proved to be very durable, both as cars and investments. The new owner of this car may not be able to resell it at an immediate profit but, if the car is as sound as it appeared to be, should be able to enjoy numerous weekends and vintage rallies, tach whipping to 8,000 rpm and engine making glorious, Italian small-displacement twin-cam sounds. If properly maintained, this car should never go down in value, and may even hit the $25,000 mark in a couple of years.-Pat Braden{/analysis}