In the early twenties, a masterpiece by Giuseppe Merosi, the RL, was presented. Additionally, in 1923, Ugo Sivocci drove the first car with the Quadrifoglio symbol achieving a great win in the Targa Florio. After these successes, a glorious era began with Vittorio Jano, the Gran Premio Tipo P2 and victory in the first World Championship, leading to the inclusion of the famous laurel wreath in the brand's badge. Alfa Romeo enjoyed a period of great popularity, with internationally famous iconic models and racing success that appeared to be unstoppable. Added to this was the production of new aeronautical engines and industrial vehicles. However, undermined by the global crisis, the economic situation again became very difficult. While Alfa Romeo's image was one of a solid company, “manufacturer of the best Italian cars”, viewed with admiration even by Henry Ford, the reality was very different. In 1933, weighed down by debts, Alfa Romeo was purchased by the IRI, the state-owned Institute for Industrial Reconstruction and a new Director General, Ugo Gobbato, was appointed. Gobbato enjoyed considerable support from the government. He succeeded in turning Alfa into a major organised and efficient industrial company, able to produce cars, aircraft engines and heavy duty vehicles. In 1935, the company was militarised and in 1939 the first stone was laid for the new factory in Pomigliano d’Arco, near Naples, devoted to aeronautical production. The whole racing area was entrusted to the Scuderia Ferrari and it is from this time that many legendary cars date: 6C 2300, 6C 2500, 8C 2300 and 8C 2900 B. This golden era was followed by the years of World War II, with its decentralisation and bombings. At the same time, however, they were decisive years in which the future of Alfa after the war was planned.


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