CMC Alfa–Romeo 8C 2900 B Spec. Touring Coupè, 1938

Description

The Alfa Romeo models were just as marvellously stylish as their famous counterparts from Molsheim. They were also easier to drive and negotiated curves at a greater speed with less noise and demand of efforts on the pilot. Vastly superior to their French competitors, they also started readily in winter months.

Alfa’s racing successes during this period were attributed to the development of four famous series: P2 (P3), 6C 1500-1750, 8C 2300, and 8C 2900B. They served to establish Alfa as a leading automotive make during the 1930s.

At the 1924 Grand Prix, Alfa Romeo introduced its newly-developed P2, a 2-litre straight-8 race car with double overhead camshafts, and it won a sensational victory on debut. This historic vehicle would maintain its winning record continually to become an iconic car of the 1920s, and it exerted a profound impact on the development of GP race cars. The P2 remained almost unbeatable during this period. An uprated P3 took over during the 1930s, and with Nuvolari at the wheel, it also scored one victory after another in GP racing.

Designed after the successful P2 by ingenious Vittorio Jano, the legendary 6C series was launched in 1927. It began with the 6C 1500 and ended with the 6C 1750 GS, otherwise known as the Gran Sport version. 1929 saw a 6C 1750 finish first at Mille Miglia. In 1930 Nuvolari drove his 6C 1750 GS to the championship at Mille Miglia. In the contest of the Irish Tourist Trophy, Nuvolari, Campari, and Varzi from the Alfa Romeo team braved the torrential rain to finish 1^st, 2^nd, and 3^rd.

1750 was the crown jewel of the 6C series. Only the 24-hour endurance race of “Le Mans” proved to be too much for it.

At the end of 1930, the 6C 1750 was succeeded by the 8C 2300, a model that would become just as victorious and famous as its predecessor, if not more. At first glance, it looked like an enlarged 6C 1750, but under the elongated bonnet was a straight-8 engine with a side-mounted compressor rather than a frontal one, as in the 6C 1750. The 8C 2300 was a powerhouse. Its racing version was bored out to 2.6 liters, delivering an output of 165 hp and a speed up to 200km/hr.

In the early thirties, the 8C 2300 was the king of the racetrack. In Grand Prix races, they outperformed Bugatti’s to win the title repeatedly until the Silver Arrows of Mercedes and Auto Union came on the scene. In retrospect, the 8C 2300 won the 24 Hours of Le Mans in 1931, 1932, 1933 and 1934. The years 1932 and 1933, in particular, witnessed the 8C 2300 score a sweeping victory at Le Mans twice, claiming the first, second, and third places each time. Meanwhile, the 8C 2300 also dominated the prestigious Mille Miglia race year after year.

By the mid-1930s, however, the glory of Alfa Romeo was in danger of fading away. Its rigid axial engineering and cable brakes were getting outdated and could no longer measure up to the latest advance of technology.

To catch up, Alfa Romeo developed in 1937 the 8C 2900B, an entirely new model. Powered by a straight 8-cylinder engine, it boasted an output of 180 hp that could sustain a speed of 200km/hr.

The vehicle adopted an all-around independent suspension, unbelievably reliable hydraulic brakes, and other cutting-edge features that greatly enhanced its maneuverability, velocity, and safety. Only one thing was missing — the old Alfa aerodynamic styling. Many people thought the 8C 2900B was too big, too “plush,” and too much of a business-like roadster. In spite of this, the new model exhibited a spectacular capacity of triumphing on racetracks. The 8C 2900B clinched the 1^st, 2^nd, and 3^rd places at the 1938 Mille Miglia. In the course of his successful run for the championship, Clemente Biodetti also set up an amazing new world record, covering the 1635 km of the race at an incredible speed averaging 135km/hr.

M-107 Owner’s Manual

The M-107 model is equipped with a number of movable and functional parts. This manual describes how to attend to them.

1.       Hinged engine hood

The four leather belts over the engine hood can be unfastened with the help of the enclosed tweezers. To do so, lift the buckle slightly off the bonnet and get the loose end of the belt out of the buckle. To fasten the belts, just go the opposite way. Either wing of the engine hood can be held in an open position by the supporting bar installed at the stiffener wall.

2.       Removable covers for engine maintenance (left /right side)

Carefully remove the four corner screws with the enclosed screwdriver, and the cover will come off.  To mount the cover, just put it back in place and tighten the corner screws. Be careful not to over-tighten the screws.

3.       Removable rear-wheel covers  (left/right side)

To remove a rear-wheel cover, unfasten its two screws with the enclosed screwdriver. To mount the rear-wheel cover, place it back into place and fasten its two screws. Be careful not to tighten the screws too much.

4.       Lockable trunk lid

To unlock the trunk lid, turn the two lock handles 90˚ in directions AWAY from each other. The trunk lid can be held in an open position with the supporting rod. To lock the trunk lid, turn the handles 90˚ downward to where they were original. Attention: The spare wheel can’t be removed!

5.       Removable wheels (special tool enclosed to help release and fasten the central locking nuts)

Right-hand thread for central locking nuts of the left vehicle side, so unlock them counter-clockwise

Left-hand thread for central locking nuts of the right vehicle side, so unlock them clockwise

6.       Functional Doors

Open the driver’s or co-pilot’s door carefully by pulling the door handle. In closing the door, make sure that the window frame fits back into the roof opening.

7.       Movable corner windows

With a door being opened, you can move its corner window horizontally by a tiny handle. Refrain from sliding the corner window too forcefully too far.

8.       Fuel tank cover of the cockpit

This cover can be opened. Beneath the cover is the fuel filler cap, which is functional as well.

CMC Legal Disclaimer

The use of manufacturers’ names, symbols, type designations, and/or descriptions is solely for reference purposes. It does not imply that the CMC scale model is a product of any of these manufacturers. The use of racing team and/or driver names, symbols, starting numbers, and/or descriptions is solely for reference purposes. Unless otherwise stated, it does not imply that the CMC scale model is a product of any of these racing teams/drivers or endorsed by any of them