According to research, as well as the Zagato TZ Registry, chassis 750006 was completed and race-prepared by Autodelta for the Alfa Romeo DIPRE ESPE (Experimental Department) and invoiced on 2 April, 1964. This was to be one of the few Autodelta-prepared TZ chassis that were built. The later competition cars were derived from the standard homologation cars. As such, chassis 750006 was fitted with special outboard front shock mounts, a close-ratio gearbox and a larger radiator header tank.
Soon after, it was purchased by Eugenio Dragoni's Scuderia Sant'Ambroeus, which was organised during the late 1950s by Dragoni, a successful Italian cosmetics magnate with a passion for motor sports and a close relationship with Ferrari. The team was very successful in the 1962-1966 period.
Barely three weeks after acquisition on 24 April, 1964, it is understood 750006 was assigned temporary road registration 68328 W6 and race number 58 in preparation for entry into the Targa Florio. While the historic Targa Florio archives are not accessible, there is photographic evidence that corroborates the car and driver's participation in the various stages of the race. It was piloted by Roberto Bussinello and Nino Todaro, who finished the 720-km, 10-lap race in third position overall with lap times only 16 seconds slower than the race-winning Porsche 904 GTS "works" entry ? a superb achievement.
In June 1964, chassis 750006 contested the Le Mans 24-Hour race, where it battled against a squadron of Porsche 904s, Ferrari 250 GTOs and V-8 Shelby Cobras, among other GT-class entries. Original Le Mans paperwork confirms that chassis number 750006 was indeed assigned race number 41 on the grid. Although the car faced a horsepower disadvantage, 750006, with Giampiero Biscaldi and Giancarlo Sala driving, managed 15th overall and 10th in GT, with 4,102 kms completed in 305 laps.
Alone, both Targa Florio and Le Mans history contribute immeasurably to a car's competition pedigree, but 750006 racing days weren't over yet. In September, the car was jointly entered into the Tour de France Auto by Autodelta and Scuderia Sant'Ambroeus, where it was co-driven by Jean Hebert and Georges Burggraf and carried race number 142. Unfortunately, it crashed on day three and retired.
In March 1965, Giancarlo Sala bought the car from Scuderia Sant'Ambroeus. Entered by his local Scuderia Brescia Corse, it contested the Monza 1,000-km race on 25th April, driven by Sala and Giorgio Pianta. Carrying race number 26, it experienced engine trouble on lap 58 and failed to finish the race. Following the Monza race, Sala entered 750006 into the Trofeo Vallecamonica in Brescia, Italy, where it finished 6th in class on number 157.
Sala continued to race 750006 in Italy during 1966, 1967 and 1968, finally entering the 1969 Targa Florio that May, where it failed to finish. In an effort to remain competitive through weight reduction, Sala removed all paint from the inner and outer bodywork of 750006 at some point in 1967, an idea inspired by the bare-aluminium Porsches that he had seen earlier at the Nürburgring. The car remained in bare aluminium until its eventual restoration during the 2000s.
Sala retained the TZ for another 13 years, finally selling it to Ambrogio Gallotti in June 1982. In 1985, 750006 was entered into the "Registro Italiano Alfa Romeo" under the number 190. Mr. Gallotti then sold it to Francis Fabulet, a Parisian who entered the car into a number of historic rallies, in December 1986. Tonnie van der Velden from Holland acquired 750006 from Mr. Fabulet via Guido Bartolomeo in November 1987. Restoration work was eventually begun with Piet Roelofs Engineering in Holland, who returned the car to its 1964 Le Mans configuration and livery and finished the restoration just last year. Due to the condition of the bare aluminium body, much of the skin had to be replaced. The roof and most inner components of the body, however, remain original, and it should be noted that the original aluminium skin of the body still exists.
In order to definitively confirm the car's authenticity and identity, 750006 was taken to Italy in February 2011 and submitted to the rigorous scrutiny of a homologation and authentication session at the factory-supported Registro Italiano Alfa Romeo. Thoroughly examined by Alfa Romeo experts Maurizio Tabucchi and Lorenzo Marzullo, 750006 passed with flying colours.
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