Wednesday 24th June 2015
Alfa Romeo SZ: PH Heroes
An Alfa Hero that's the very opposite of a 4C - odd to look at yet magnificent to drive
Few cars can have enjoyed a chillier critical reception than the Alfa Romeo SZ.
'Il Mostro' had it tough from launch
"The Italian styling houses were represented most strongly by Zagato, so the results were always going to be controversial," went Autocar's show report, "its two new cars, both having their world premiere, were the Alfa Romeo SZ and Autech-Nissan Stelvio. It was difficult to know which of the two was uglier."No, guys - don't hold back. Tell us what you really think.
To be fair, the Autech-Nissan was - to use the technical expression - an. But that snap verdict on the SZ looks very harsh. Its square-rigged styling has divided opinion from that point onwards, but hindsight has proved it to be the most charismatic product from one of Alfa's dullest eras. It's also become a bona fide classic, a point confirmed by rising values and the way it still delivers a genuinely impressive driving experience, 25 years after its introduction.
From Z to A
Let's start by clearing up the Zagato connection, which is a bit of a falsa pista as Google reckons the Italians call a red herring. Despite making its official debut on Zagato's stand, and wearing the corporate 'Z' badge on its front wings, the SZ was actually designed internally by Fiat and Alfa, Zagato's proposal - embarrassingly - having been rejected, and that's despite the fact the SZ name refers to the 1959 Giulietta Sprint Zagato. Still, to judge from the Autech-Nissan, which was Zagato's work, we might have had a lucky escape. Zagato's role with the SZ and its roadster RZ sister was limited to building them.
Parts shared, styling most definitely unique!
Itsa bitsaBeneath the divisive styling, there's little evidence in the SZ's spec sheet to suggest it's going to be a superb driving tool. It was a parts bin special in Alfa's finest tradition of spinning sports cars from mainstream bits, built almost entirely around the existing Alfa 75 component set. Power comes from the 12-valve version of the company's long-serving 3.0-litre V6, which delivers 210hp to the rear wheels via a five-speed transaxle. The mechanical relationship was close enough that both 75 and SZ share an identical wheelbase. Being a foot shorter and with a glassfibre body built onto a steel chassis you would expect the SZ to be lighter, but it actually weighs slightly more than the contemporary 75 due to the substantial bonded glassfibre bodywork and likely also the tinfoil nature of the steel Alfa used at the time.
To add to its woes the SZ was designed and signed off when the sports car market was booming, yet arrived just in time for the early 1990s recession. Just 1,036 were built with around 100 coming to the UK. As all were left-hand drive the numbers have ebbed and flowed since as exchange rates have fluctuated and cars have been imported and exported. The one you see here has had a particularly storied existence, having once belonged to Fiat in the UK and having even been sent to represent Alfa Romeo at the Concorso Italiana at Pebble Beach in 1998. Current owner Andrew McInerney bought it in 2003 with just 9,000 miles on it and has driven it to the current 54,000, using it regularly and being justifiably proud of some of the patina it's picked up on the way.
Typically accommodating Italian seat
Pick your side carefullyThe SZ's styling still divides opinion like Marmite smeared on a Manchester United shirt. For me, it's one of very few cars that manages to be both handsome and ugly at the same time. Fractional changes of viewing angle transform it from muscular to ungainly and back again. It's hard not to respect a car that's so determinedly different to everything else before or since, and you really don't get bored of looking at it.
Compared to the madness of the outside, the interior feels almost sensible. If you've sat in any Fiat group product from the late 1980s or early 1990s then you'll recognise much of the componentry - and the casual approach to ergonomics. The driving position is tight-fitting thanks to the width of the central tunnel and a relatively cramped footwell, but unlike most Italian cars from the period the seat and steering wheel can be moved enough to allow non-simians to get reasonably comfortable.
Instrumentation is widely distributed with a line of gauges across the top of the dashboard. The Veglia speedometer and rev counter look very similar to those of contemporary Ferraris and, in a charmingly Italian touch, the speedo needle still points at 10mph and the tacho reads 500rpm, even when stationary and with the engine off. Heating and ventilation controls are straight from standard Alfas although air conditioning was standard (and necessary thanks to the greenhouse window profile.) The dashboard designer seems to have been trying to win a bet over how many different air vents he could use, managing no fewer than six.
Roll, yes, but huge grip as well
Stickier than a sticky stickBut here's the thing; casual expectations that the dynamic performance will feel similarly dated are confounded within the first half mile.
The engine is happiest when working its sonorous mid-range. There's decent torque and it will rev happily to the 6,500rpm redline, although it's definitely not as top-endy as most other early '90s performance cars. The throttle pedal delivers immediate response but it takes a little time to get used to both the weighing and spacing of the gear shift action while the ratios work well for rapid progress.
It's the chassis that delivers the revelation. The steering is relatively low geared, but is bristling with raw, unfiltered feedback in a way that even later hydraulic power assisted systems can't manage. And the clearest message reinforces the one that's being delivered by your tailbone telemetry; that the SZ just doesn't understeer, even in the sort of tight low-speed corners that normally cause the front of anything to wash out. It rolls under hard use, but grip is enormous and it still sticks like scandal - contemporary testing proved it could deliver up to 1.1G of lateral grip thanks to its Pirelli P-Zeroes, wide track and low centre of gravity. That's still an impressive number in 2015, but was pretty much off the scale for a road legal car 25 years ago.
McInerney has switched to Bridgestone S02s, but the SZ can still carry serious speed over a demanding road. The rear is as grippy as the front, though McInerney admits it can get twitchy in the wet. There's also no traction control, but on dry tarmac it sticks to the point of feeling almost over-tyred. At least it would if the steering wasn't still chattering away. Small wonder so many SZ owners still regularly take their cars on track. It is possible to amend the cornering line at lower speeds by sending more power to the rear - it tightens nicely on the throttle. But it's definitely not a car for smoking oversteer, just extremely rapid progress.
On British roads the main factor limiting speed is the extremely firm ride. The springs and dampers keep everything in contact with the ground, but it soon gets uncomfortable when asked to deal with rougher surfaces at speed. The gearshift gets quicker with practice and the brakes bite impressively hard, although McInerney says the standard Alfa pads need to be replaced with something tougher for regular circuit use.
Real beauty lies under here...
Speculative zingerThe SZ has always enjoyed a loyal following. And, to judge from the recent spike in values, a growing one. Decent cars hung around the £20,000 mark for years, but now if you're tempted you'll need to find at least £30,000, with immaculate low-milers being offered for considerably more. Keeping one in mechanical fettle is relatively easy thanks to the shared componentry, but many of the unique SZ parts are vanishingly rare, and any body damage will normally mean repair rather than replacement.
That said, McInerney - a serial Italian car buyer who also has a 'moneypit' L322 Range Rover - reckons that his SZ has been the most reliable car he's owned and would be the last one he'd ever sell. Few cars can truly claim to be unlike anything else on the road, but the SZ is definitely one of them.
ALFA ROMEO SZ
Engine: 2,959cc V6
Transmission: 5-speed manual transaxle, rear-wheel drive
Power (hp): 210@6,200rpm
Torque (lb ft): 181@4,500rpm
0-62mph: 7.0sec
Top speed: 152mph
Weight: 1,260kg
On sale: 1989-1991
Price new: £35,000 (1991)
Price now: £30,000 - £50,000
Photos: Stuart Price