As I remember 750 was made for private racing proposes, not for the factory program. However I can be wrong, hard to find a proof due to the lack of reliable source of information (in our case Archivio Storico papers). I will check Alfavelate book today tomorrow, should be something about the car.
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There is enough documentary material about 750 C Boano. Ivan Scelsa (good driver and well-known historian of Alfa Romeo sport cars), dedicated some important essays about this model. Here is part of his text that explains the short and unfortunate story of 750 C.
“La scocca portante in lamiera d’acciaio rinforzata con strutture tubolari appare fin da subito leggera, ma ancora troppo elastica e flessibile per rendere la vettura competitiva: il tecnici Alfa provvedono all’irrobustimento, purtroppo causando un notevole aggravio di peso. D’altra parte il propulsore, profondamente evoluto con valvole maggiorate e disposte a 90°, eroga ben 145 CV (pur con un erogazione molto brusca) e permette una velocità massima di 225 Km/h. La carrozzeria, dalla linea filante ma inconsueta, è anch’essa disegnata a Torino, questa volta da Boano.
I problemi di sviluppo rallentano molto la gestazione dei due prototipi assemblati e la produzione di una piccola serie di vetture da destinare anche ai clienti sportivi viene interrotta per concentrare tutte le energie sulla produzione della Giulietta e sullo sviluppo di nuove versioni stradali. Uno degli esemplari verrà successivamente revisionato e restaurato per essere esposto nel Museo di Arese.”
The project was born in the minds of Servizio Esperienze, as a temptation to return to serious racing. There, in Portello’s project studios, Satta and Busso were capable to project any type of car. The board of the management (IRI) showed the strong opposition from the beginning, moved by idea that Alfa should concentrate to mass production models, only eventually involved in competitions, and without proper racing sector. However, the project started as internal Alfa Romeo affair without external request of any client. The necessity to produce specific chassis involved Carlo Abarth that proposed (and produced) the sophisticated design using a boxed pressed steel platform construction, which together with the lightened steel body formed a reasonably stiff unit. Meanwhile, the Alfa Romeo engineers elaborated the engine that was Giulietta based four cylinder with slightly wider bore and notably longer stroke. The result was impressive 1488 cc, twin Weber carbs alimented engine that produced 145 bhp at 8000 rpm, mated to a five-speed gearbox. Inherited from the Giulietta, was also double wishbones suspension at the front and a live axle at the rear.
As you have already mentioned correctly, two prototypes were built. They were extensively tested and there was precise developing plan but they were never raced, nor involved in any form of competition. Among the reasons for this decision were problems during testing, noted weakness of the chassis (you also pointed that) and fear to expose the (excellent in itself) project to the concurrency. The eventual fiasco would be too negative mark for the success of the production based Alfa Romeos on the tracks. Though OSCA 1500 car was also only project (never realized as a racing car, and finished in FIAT 1500 Spider), based on the success of 750S, it was clear that Maserati was ahead with experience, and their eventual model would be too serious competitor to beat. Therefore, the company's determination to continue its focus on mass-produced models prevailed and 750 C Boano finished its course before the real start. Both examples have survived and at least one is in full running order. It bears chassis number AR 1369.00003, and differs distinctly from the car's original design, (also noted in your post) which had the headlights mounted in the grille, as usually Boano’s cars had in that period. It is not sure whether this is original or the second car restyled. Today it is the part of the Alfa Romeo Museo Storico.