1963 Alfa Romeo SZ Coda Tronca Chassis AR 126 00213 Engine 00120 0820 Swiss registration Temporary import into the European Union - One of the last SZs produced - Only 44 produced The story of the SZ Coda Tronca began with an accident. In 1961, driver Francesco De Leonibus had his SZ re-bodied by Micheloti following an accident, and the latter produced a longer, tapered line. On the Monza circuit, Francesco De Leonibus recorded a breathtaking top speed (222.22 km/h). Following this achievement, Zagato immediately set about designing a new body for the SZ. He redesigned the body first by lengthening the muzzle and tail (the rear), then by modifying the roof as well, and finally, to obtain an even more aerodynamic shape, he decided to truncate the rear of the car, based on the theories of German aerodynamic engineer Wunibald Kamm. Zagato, not being equipped with a wind tunnel, carried out a series of tests on freeways, using the cornerstones as a reference, and the faithful designer Ercole Spada as timekeeper sitting on the ground. The final result was ready a few months later, and Zagato himself entered the new SZ in the 1961 Monza Grand Prix, winning the race ahead of Micheloti's revised SZ. Following this success, production of the second series of SZs was launched. Mechanically, the second series retained all the attributes of the first SZ. A notable difference was that, despite the car's lengthening, it lost 15 kg and now weighs just 840 kg. Thanks to these improvements, top speed is now well over 200 km/h, flirting with 215 km/h. The example we present here left the Zagato workshops on December 7, 1962. On January 15, 1963, the car was delivered by Dutch importer Louwman Parqui in Leidschendam. It is one of the few chassis equipped from the outset with front disc brakes. The car then passed into the hands of collector and dealer Roy Karsten, a great fan of the marque. He exhibited it in his showroom in Noordwijk for around ten years, taking part in a number of events, including the commemoration of Alfa Romeo's 80th anniversary in 1990. The car was painted in a pale yellow hue. Towards the end of the 90s, the SZ entered the collection of Gérald Bugnon, who drove it for a few years before embarking on a major restoration, wishing to integrate his SZ into his personal VHC team, il Biscione Corsa Romand. The job was entrusted to the Dante workshops, who built a new body for the SZ to Zagato's design. The original bodywork was retained and handed over to the purchaser. The mechanics, like the running gear, were completely revised and perfected. The car took part in a few events before being redesigned for more regular and touring use. It was a pivotal car in Zagato's history, bringing innovations that would be carried over to the TZ. Exceptional roadholding and mythical design are two reasons to acquire this superb Alfa Romeo SZ. 1963 Alfa Romeo SZ Coda Tronca Chassis AR 126 00213 Engine 00120 0820 Swiss registration document Temporary import into the European Union - One of the last SZs produced - Only 44 produced The story of the SZ Coda Tronca began with an accident. In 1961, driver Francesco De Leonibus had his SZ re-bodied by Micheloti following an accident, and the latter created a longer, tapered line. On the Monza circuit, Francesco De Leonibus recorded a breathtaking top speed (222.22 km/h). Following this achievement, Zagato immediately set about designing a new body for the SZ. He redesigned the body firstly by lengthening the muzzle and the tail (the rear), then by also modifying the roof and finally, to obtain an even more aerodynamic shape, he decided to truncate the rear of the car, based on the theories of the German aerodynamic engineer Wunibald Kamm. Zagato did not have a wind tunnel, so he carried out a series of tests on the motorways, using the cornerstones as a reference and the faithful designer Ercole Spada as a timekeeper sitting on the ground. The final result was ready a few months later, and Zagato himself entered the new SZ in the 1961 Monza Grand Prix, winning the race ahead of Micheloti's revised SZ. Following this success, production of the second series of SZs was launched. Mechanically, the second series retained all the attributes of the first SZ. The notable difference was that, despite the lengthening of the car, it lost 15 kg and weighed just 840 kg. Thanks to these improvements, the top spee