1993 Alfa Romeo RZ

The Alfa Romeo SZ and RZ were in production from 1989 until 1994. Styled by Robert Opron, they are a front-engine, rear wheel drive sports range seating two adults.

SZ stood for Sprint Zagato and RZ for Roadster Zagato, but in truth neither car was penned by the styling house – both were created by Opron at Centro Stile Fiat. The SZ had been planned as an acknowledgement of Alfa’s sporting heritage following its 1986 acquisition by Fiat, and was intended to recall the by then thirty year old Giulietta Sprint Zagato. The car was one of the first to utilise CAD/CAM techniques during design, and featured unusual triple headlamps. Based on Alfa Romeo 75 V6 mechanicals, the SZ was built by Zagato, using composite panels created in France and Italy. It was sold without driver aids, to offer drivers a deliberate challenge. Production ceased in 1991, but the following year Alfa Romeo released the RZ. Despite looking similar just the front wings and bootlid were untouched – the RZ was a thorough revision of the SZ formula. Production stopped when the Zagato factory at which is was built went into receivership in 1994. The models were not directly replaced.

The SZ – or Il Mostro as its admirers dub it – is a car you don’t approach lightly. Like an old 911 it needs care, and for liits to be gently explored rather than obliterated on the first drive. Reportedly, test drivers can achieve almost 1.5g in cornering giving the SZ superhuman levels of grip in the dry, but despite the adjustable dampers few are driven this way today. In the dry, it’s a car you can very much steer on the throttle, with an excellent gearchange and plenty of power from that sonorous V6. Period testers found it dull on motorways and uninspiring at low speed though – if you want a car for the B road blast, the SZ and its RZ sister should be near the top of the list. But elsewhere, they’re not as good as the competition.

The composite body is both expensive and difficult to repair properly, so it’s imperative to check the panel gaps and ensure there’s no accident damage. Barring more aggressive cams, it’s a normal Alfa Busso under the bonnet and scores of specialists are able to keep these running with easily sourced parts. Buttons and switches are all sourced from contemporary Alfa saloons, but those in the trade say SZs and RZs were poorly put together – don’t be surprised to find the odd bit of broken trim or hear the odd rattle.

SZs are less valuable than RZs, and less collectible given that four times the number were built, but the fixed roof makes the SZ a better car to drive. This makes them undoubtedly better value. Red is the colour to have, largely on the basis that with a sole exception for Andrea Zagato all SZs were finished in red. Likewise, yellow is the colour for an RZ – though there was at least a choice of black or red if yellow wasn’t your thing. There are also three silver cars and one pearlescent white car completed by the receivers command a premium because of their place in Alfa history. Beyond colour, buy the best example you can, ideally with a litany of bills from reputable specialists.

For a similar driving experience the Alfa Romeo 75 V6 is a cheaper way in, but its styling to many is even more challenging than the SZ or RZ. A GTV V6 or Spider V6 would offer the same engine note and same basic package provided you weren’t driving hard, but that misses the point of these cars. We’d be looking seriously at Maserati Biturbos, though, as the closest overall option. The Shamal in particular is an excellent driver’s car, though any Biturbo would offer the same mixture of a rorty Italian V6 and entertaining handling – just with added refinement. Those seeking a more Germanic experience should look to the Audi Quattro and Porsche 944 Turbo.