Alfa Romeo Giulietta Sprint Type 750

The history of the Alfa Romeo Giulietta is one of the most relevant trajectories for understanding the evolution of the European automotive industry in the post-war period. The model symbolized Alfa Romeo's successful transition from an artisanal manufacturer of very low-volume luxury cars to a modern mass-production industry, without sacrificing engineering refinement or the sporty temperament of its vehicles. The original concept of the Giulietta consisted of equipping light and compact passenger sedans with dynamic, high-revving engines, laying the foundation for the modern sports sedan segment.

This report analyzes in depth the historical evolution, engineering details, visual updates (facelifts), and performance specifications of the first two generations of the Giulietta Berlina (four-door sedan) and its rare cargo and mixed-use variants — popularly known as Promiscua or Giardinetta —, covering the Tipo 750/101 (1955–1965) and Tipo 116 (1977–1985) platforms.

Presented to the public at the Turin Motor Show in April 1955, the Giulietta Berlina (sedan) followed the launch of the Sprint coupe in 1954, consolidating Alfa Romeo's entry into the 1.3-liter engine class. The design utilized a steel unibody that combined lightness and high torsional rigidity, resulting in a curb weight of just 915 kg.

The front suspension featured independent overlapping wishbones with coaxial coil springs and hydraulic shock absorbers. At the rear, the car used a solid axle very well located by longitudinal arms and a Y-shaped upper reaction rod anchored to the aluminum differential housing. The braking system consisted of finned hydraulic drums on all four wheels, with excellent cooling capacity.

The 1.3-Liter Twin Cam Engine

The heart of this generation was the innovative inline four-cylinder 1,290 cc engine, manufactured entirely from light aluminum alloy (block and cylinder head). The powerplant adopted cast-iron wet cylinder liners, a crossflow cylinder head with hemispherical combustion chambers, and two valves per cylinder actuated directly by double overhead camshafts (DOHC) driven by a double timing chain. With a bore of 74 mm and a stroke of 75 mm, it was a free-revving and highly efficient engine by the standards of the time.

Evolutions, Series, and Visual Updates (Facelifts)

The first generation of the Berlina evolved through three distinct production series, accompanied by mechanical and styling improvements:

• Series I (Tipo 750C - 1955 to 1959): The launch version (Normale) delivered between 50 and 53 PS via a single carburetor. In 1957, the more powerful Berlina T.I. (Turismo Internazionale) version was launched, equipped with a twin-choke carburetor and higher compression ratio, raising power to 65 PS. The T.I. also featured minor changes to the instrument panel dials and taillights.
• Series II (Tipo 101.00 - 1959 to 1961): Unveiled at the Frankfurt Motor Show in 1959, this update changed the project code to the 101 series. Visually, the Berlina received more rounded front fenders, main headlights slightly recessed in their own niches, and new front grilles with a thick chrome frame and two horizontal bars. At the rear, the original round taillights were replaced by larger units mounted in discreet vertical fins. The fuel tank filler neck, previously exposed directly on the rear, was repositioned to the right rear fender under a metal flap. Internally, the dashboard was reorganized to include a ribbon-style horizontal speedometer, flanked by two circular instruments. On the engine, the mechanical fuel pump was moved from the cylinder head to a lower position on the block, below the distributor. The T.I. version received small arrow-shaped turn signal repeaters on the front fenders.
• Series III (Tipo 101.28 / 101.29 - 1961 to 1965): In the European autumn of 1961, the final restyling took place. The engines were updated with new exhaust systems and fuel intake improvements, raising the base version's power to 62 PS and the T.I.'s to 74 PS. At the front, the square-mesh grilles next to the central shield became integrated into a single visual piece. At the rear, even larger taillights were adopted. Internally, the Berlina T.I. abandoned the front bench seat in favor of anatomical individual seats with storage nets on the backrests. Production of the base Berlina ended in 1963, while the T.I. version remained active until 1965, coexisting in its final years with its 1.6-liter successor, the Giulia.

The Station Wagon Concept: Giulietta Promiscua (Carrozzeria Colli) and Weekendina (Carrozzeria Boneschi)

Since the Portello plant lacked the capacity or structured production lines to manufacture mixed-use vehicles, Alfa Romeo outsourced the production of estate variants to specialized independent converters:

• Giulietta Promiscua (Carrozzeria Colli): Introduced in 1957, this station wagon variant used the entire mechanical structure and original chassis of the Berlina Normale. Carrozzeria Colli modified the upper part of the bodywork starting from the rear doors, extending the roof backward and creating a square cargo compartment. The large tailgate opened vertically, aligning with the rear bumper, optimizing access to the interior space. The model was internally designated by the code Tipo 750C until 1959 and, subsequently, Tipo 101.22. With only 91 units produced between 1957 and 1960 (1 unit in 1957, 71 in 1959, and 19 in 1960), the Promiscua solidified its position as one of the rarest and most valued models of the historic Giulietta series.
• Weekendina (Carrozzeria Boneschi): Another interpretation of the estate concept was developed by Carrozzeria Boneschi. Released in limited numbers between 1957 and 1960, the Weekendina featured slightly different rooflines and trims compared to the Colli model. Its production run was even smaller, recording just 20 manufactured units. There were also occasional, very low-volume conversions done by other workshops, such as Carrozzeria Lombardi.

The table below gathers the technical specifications, chassis codes, and the total number of examples produced for the sedan and station wagon versions of the first generation.

In November 1977, Alfa Romeo reintroduced the Giulietta name to the automotive market. Popularly known as the Nuova Giulietta, the Tipo 116 generation was designed as a mid-size executive sedan, positioned to replace the aging Giulia line (Tipo 105) and fill the product catalog between the compact front-wheel-drive Alfasud and the larger Alfetta sedan.

Transaxle Mechanical Architecture

The Giulietta Tipo 116 shared the Alfetta's sophisticated mechanical platform. The engine was positioned longitudinally in the front, but the clutch assembly, five-speed manual gearbox, and drive differential were grouped into a single casing mounted on the rear axle (transaxle configuration).

This component layout ensured a weight distribution close to the ideal ratio of 50% on each axle, minimizing sudden dynamic load transfers and resulting in excellent stability and ease of control in corners.

The front suspension used overlapping wishbones associated with longitudinal torsion bars acting on the lower arms and vertical hydraulic shock absorbers. The rear suspension utilized an advanced De Dion-type solid axle system, supported by coil springs and laterally stabilized by a Watt's linkage. The rear disc brakes were installed inboard, mounted directly at the differential output rather than at the wheels, which reduced the chassis' unsprung mass.

Unusual Design and Ergonomic Solutions

The three-box bodywork was designed internally by the Centro Stile Alfa Romeo, under the direction of designer Ermanno Cressoni. The car featured a pronounced wedge-shaped front end with a very short, high rear end equipped with a small aerodynamic spoiler molded directly into the steel trunk lid.

The vehicle's interior featured ergonomic and functional details that were highly peculiar for European standards at the time:

• Reverse Tachometer: The engine rpm needle operated counter-clockwise. This configuration caused the tachometer and speedometer needles to converge at the top center of the instrument cluster when reaching maximum performance ranges.
• Drawer-Type Glovebox: Instead of opening downward on a hinge, the glovebox slid horizontally straight toward the passenger, behaving exactly like a household drawer.
• Roof-Mounted Window Controls: The buttons for electrically operating the front windows were not mounted on the doors or center console, but rather on a roof console, positioned just above the interior rearview mirror.

Evolution of the Three Series (Tipo 116)

Over its eight years on the market, the Giulietta Tipo 116 underwent two aesthetic and mechanical restylings:

• Series 1 (1977 to 1981): The sedan was initially launched with two Twin Cam engine options fed by twin-choke carburetors: a 1,357 cc 1.3 (95 PS) and a 1,570 cc 1.6 (109 PS). In April 1979, the 1,779 cc 1.8 engine (122 PS) was introduced. In May 1980, the top-of-the-line 1,962 cc Giulietta Super 2.0 (130 PS) was launched. The 1.3 engine of this series had an unusually oversquare 80 mm x 67.5 mm bore and stroke, delivering high revs.
• Series 2 (1981 to 1983): In the summer of 1981, the sedan received its first facelift. Visually, the vehicle gained grey plastic moldings and protectors on the lower part of the bodywork, newly remodeled bumpers, and new alloy wheels. Inside, the console and armrest were modified, and the steering wheel and seats received new designs. In 1982, the 2.0 Ti versions were launched, along with the first Turbodiesel version in the line's history, equipped with the 1,995 cc engine from Italian manufacturer VM Motori, which yielded 82 PS and set several track speed records. Due to the weight of the cast-iron diesel engine, the ideal weight distribution was slightly compromised in this version.
• Series 3 (1983 to 1985): Launched in late 1983 under the commercial designation "84" line, the model received more seamlessly integrated redesigned front and rear bumpers, an updated front grille, and a deep restructuring of the instrument panel, which received new, cleaner-looking dials. The shape of the rear seat was subtly modified in the higher trim versions. Mechanical changes included updates to the intake manifold and a new brake booster calibration. It was in this series that the 150 hp 1.8 Turbo version was introduced.

Special Editions: The Giulietta Turbodelta

Developed by Autodelta (Alfa Romeo's official racing and tuning division), the Giulietta Turbodelta was the last sports car to bear the tuner's official factory seal before its definitive closure. Equipped with the 1,962 cc engine, the Turbodelta adopted a KKK brand turbocharger that blew pressure into two Weber twin-choke horizontal carburetors.

With an output of 170 PS and 283 Nm of torque, the model accelerated from 0 to 100 km/h in 7.5 seconds and reached a top speed of 206 km/h. Exclusive and with only 361 units produced, the Turbodelta was characterized by its two-tone metallic grey and black painted bodywork, 14-inch Speedline wheels, and an interior trimmed in salmon-red velour with red synthetic leather details named Texalfa.

Station Wagon Variants of the Tipo 116 Generation: Moretti and Lombardi Conversions

Alfa Romeo never officially sold a station wagon version of the Tipo 116 platform. However, partner coachbuilders maintained the tradition of creating such utility versions to order:

• Moretta Giardinetta: Developed by the coachbuilder Moretti S.p.A. in the first half of 1978, this version used the structural base of the standard production sedan. Aiming to contain the costs of reworking the metal structure, Moretti chose to keep the sedan's four side doors and even the taillights unchanged. The transformation consisted of raising and extending the roof longitudinally and creating an extra glazed area between the car's C and D pillars, with pop-out windows for ventilation. The great advantage was access to the rear cargo compartment, facilitated by a large vertically opening tailgate that cut straight down through the bumper. Production of this station wagon occurred in extremely residual volumes of individual orders.
• Lombardi Conversions: Carrozzeria Lombardi also developed studies and family conversion projects at the end of the 1970s. These station wagons were highly valued by the public focused on transporting luxury luggage quickly, although the exact number of converted units remains imprecise due to the decentralized production of these workshops.

The table below compiles the main gasoline and diesel engines applied to the Giulietta Tipo 116 throughout its three historical production series.

The trajectory of the Alfa Romeo Giulietta Berlina demonstrates the central role that this name played in the corporate stability and engineering identity of the Milanese brand over time. Each of the generations performed different strategic functions in the market:

The first generation (Tipo 750/101) definitively altered the prevailing market standards for small sedans. Until its introduction, popular European sedans were slow and heavy, aimed exclusively at utilitarian purposes. The Milanese model's light-alloy Twin Cam engine and dynamic behavior showed that sportiness and racing technologies could be excellently applied to an affordable, everyday family automobile. With the introduction of Colli's pioneering Promiscua version, Alfa Romeo opened the market for the emergence of the luxury sports estate concept in Europe, anticipating a significant commercial trend.

The second generation (Tipo 116) acted as a major technical and commercial response in a market that was restructuring itself based on new polluting emissions and automotive safety regulations. By reusing the Alfetta chassis, Alfa Romeo kept the spirit of rear-wheel drive with perfect weight distribution alive, which was a differentiator against the growth of compact front-wheel-drive models from other manufacturers. The pioneering use of forced induction by turbo in the street Turbodelta editions and in the diesel speed record-breaking prototypes demonstrated that Milanese engineering remained at the forefront of pressured propulsion efficiency.

Production of the Tipo 116 generation was definitively ended in 1985, accumulating approximately 380,000 units manufactured. Its market replacement was the Alfa Romeo 75, a model that inherited almost the entire transaxle mechanical and structural base of the Giulietta to perpetuate the classic sporty behavior of the brand's vehicles for another decade.