Published on: Jan 18, 2016 @ 15:43 Originally Published in: 2015 (old website) (C) Jay Auger - website owner & author Notice: Any form of duplication methods (including but not limited to copy/paste of text and screen capture) of the website's content is strictly forbidden.
In 1980, when the FISA announced the creation of the new Group B class due to begin in 1982, many manufacturers wanted to jump onto the now popular rally scene. Alfa Romeo’s first bid for a Group B car was with the Alfasud Sprint 6C and the project timetable was originally set for it to be ready to compete for the 1983 season. The Autodelta redesigned Sprint 6C prototype sported very stylish new front and rear sections, wider fender flares, louvers, and a lip spoiler. Two prototypes are rumored to have been built; one more inclined towards the specifications of a road car and the other a bit more evolved towards racing.
What is most special about the Sprint 6C is that Alfa Romeo engineers stuffed the drivetrain from the GTV6 behind the front seats, quite similarly to Renault’s “quick recipe for success”, the R5 Turbo, that converted a front engine car to a mid-engine rear wheel drive layout. The GTV6 engine had already proven itself in the European Touring Car series, developing around 220 HP, so it was the logical choice to power the new prototype rally car.
The “first” Group B prototype was presented to the press at the Monza circuit and subsequently to the public at the 1982 Paris Auto Show. Rumor has it that this prototype was just for publicity purposes: which is substantiated by the odometer that still sat at zero.
The “two” prototypes can be differentiated from the other in the following ways; the “first” prototype has a black grille, two small round door mirrors, black rear screen louvers, a spoiler with “Sprint 6C” decals, and a large oval center exhaust pipe, while the “second” prototype has a chromed center grille, auxiliary lamps fitted underneath the front bumper, one large squared door mirror (driver side only), molded body colored rear screen louvers, a spoiler with an Alfa Romeo badge also featuring cooling intakes (for an oil cooler and engine air intake), different license plate position with a meshed vent (for the oil cooler), recessed tail lights, a redesigned rear bumper cover with auxiliary stop lamps, and twin exhaust pipes.
Both version featured a “thermo-acoustic” glass partition between the cabin and rear engine bay. The louvers effectively replaced the rear screen and provided much needed venting. However, the interior of the “second” prototype was barer and featured racing seats and harnesses, which made it more suited to be a true competition model.
The “second” prototype was said to be fully functional although it remained in an early unrefined test bed form. The mid-mounted engine and longitudinal rear transaxle can clearly be seen, including an all new suspension setup that included a rally style twin damper setup paired with dual wishbones:
Weirdly enough, although the potent V6 engines of the touring cars were of 2480 cc, Alfa had planned to homologate the 6C with a revised displacement of 2503 cc, therefore putting it in the 2500~2999 cc Group B class regulations instead. Although this seemed like a bad move at first, it was actually quite cunning as the 9C weighed in at 990 kg (2,180 lbs) and better matched the 960 kg (2,115 lbs) minimum weight of that particular class.
The higher engine class would allow the use of wider tires and the possibility of the “evolution” engines (that would power the rally cars) to be increased up to 2999 cc for much more power and torque. The homologation 2.5L road cars would have a rating of 160 HP but the “evolution” 3.0L engines were planned to produce anywhere between 240 and 300 HP, both normally aspirated. It is most likely that the prototype, which was in an early stage of development, featured the normal 2492 cc GTV6 engine rather than the planned homologation 2503 cc one.
However, for reasons publicly unknown to this day, the Alfa Romeo board of directors decided not to go forward with the Sprint 6C project and settled with the more readily available Alfetta Turbodelta for Group B homologation instead. It must be noted that Alfa Romeo was undergoing financial troubles at the time and conversion costs for the required 200 homologation cars might have been too much. Sadly, even though all agree that the 6C could have been the “Italian R5 Turbo” and be a commercial success, the cancellation of the project robbed the world from a spectacular machine that would have sat very well parked alongside a Lancia 037 Stradale in the Tuscany countryside.
Insiders disagree if one or two cars were built since the first prototype shown could have been upgraded to the second prototype, and some say that even more were built, but proof has yet to be presented.
|Year of conception||1982||# built: 1 or 2|
|Type||GTV6, V6, SOHC 12v, gas||mid-mounted, longitudinal, 60° V6|
|Displacement||2492 cc||planned for homologation: 2503 cc|
|Output power – torque||158 HP @ 5600 RPM||157 lb-ft @ 4000 RPM|
|Materials||block: N/A||cylinder head: N/A|
|Type||rear wheel drive||5 speed manual|
|Differential ratios||N/A||ZF longitudinal transaxle|
|Type||based on “Sprint” model steel monocoque chassis, 3 door hatchback, steel bodyshell with polyester bonnet, rear hatch, and bumper covers|
|Front suspension||Independent, double-wishbone, coilover hydraulic damper|
|Rear suspension||Independent, double-wishbone, dual coilover hydraulic dampers|
|Brakes||Front & Rear: vented discs||N/A|
|length: 4024 mm (158.4 in)||width: – mm (- in)||height: – mm (- in)|
|wheelbase: 2455 mm (96.7 in)||front track: – mm (- in)||rear track: – mm (- in)|
|Rims – tires||Speedline 15 inch||
|Dry/Unladen Weight||990 kg (2180 lb)|
In 1986, years after the Sprint 6C project cancellation by Alfa Romeo, it was somewhat revived by Barry Lock of Giocattolo Motori (a short lived auto company out of Australia). The company bought a few Sprint chassis to recreate the original 6C prototypes. However, the GTV6 engines were expensive to import and were subsequently replaced by Holden 5.0L V8s which were cheaper and locally available. The resulting car was simply named the “Group B”. Fifteen cars were built until the company folded just three years later in 1989.
(C) Article by Jay Auger – website owner & author
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