Last updated on January 17, 2026
Today’s car is the 1973 Alfa Romeo Junior Z owned by Charals, which I photographed at Bata and Rose Mataja’s home during the unveiling of their custom-built V12 Buick Rouguemaster. The Alfa is finished in Zagato Red with a black leather interior. It is powered by an estimated 135 hp, 2.0 liter DOHC inline-four breathing through twin carburetors and paired to a 5-speed manual transmission with a 0.79:1 5th gear and a rear axle ratio commonly 4.10:1 or 4.30:1 depending on application. Slowing this beauty down are 4-wheel disc brakes. The front independent suspension consists of wishbones, coil springs, shock absorbers, and an anti-sway bar. The rear suspension is a live axle with trailing arms, coil springs, and shock absorbers.
The Junior Z is one of those cars that doesn’t shout for attention, but quietly rewards anyone willing to stop and really look. Zagato and Ercole Spada went their own way with this design—same 105-series bones underneath, but the body could’ve come straight off a Turin show stand. Wedge nose, Kamm tail, glass hatch… it’s pure early-’70s futurism, and unmistakably Italian. It also marks that interesting pivot in Zagato design: part late-’60s elegance, part experimental ‘what’s next’ energy. For Alfa faithful, it’s often seen as the end of the true coachbuilt era, and one of the cleanest executions they ever did.
Only 1,517 Junior Z coupes were coachbuilt by Zagato from 1969 to 1975, which already puts them in rare company for a road-going Alfa. The later 1600 cars are the scarcest of the bunch, with just 402 produced between late 1972 and 1973, and the remaining unsold cars trickling out of showrooms into 1974 and 1975. According to the Zagato Register, only 121 of those 1600s are known to exist today, and maybe a dozen call the United States home. If you’ve spotted one in the wild, you’re ahead of the curve—if you’ve had the chance to drive one, you’re living right.
Period pricing wasn’t cheap—around $4,500 for a 1300 in the early ’70s, with the 1600 commanding more—which made the Junior Z an expensive curiosity back when horsepower-per-dollar ruled the showroom. At roughly 2,000 pounds, the estimated 0–60 in the mid-7s and a top speed near 120 mph, it had the numbers to back up its looks.
The 2.0-liter wasn’t a factory option on the Junior Z, but many cars were upgraded in period using Alfa components, and the extra torque suits the chassis nicely. As with most vintage Alfas, carburetor tune and throttle response matter more than the badge on the castings. The 2.0 also happens to be the sweet spot for these cars: it’s a period-correct upgrade, delivers stronger midrange torque than the original 1.3 or 1.6, parts availability is excellent, and it keeps the classic Alfa driving character intact.
On a winding road, the Junior Z rewards momentum, precision, and smooth inputs—very Alfa in that sense—and feels better the harder you lean into it. Steering feel is excellent, visibility through the extended glass hatch is better than you’d expect, and the chassis feels light on its feet in a way modern cars can’t quite replicate.
The Junior Z is one of those cars that reveals its charm in layers. Coachbuilt by Zagato, designed by Spada, and produced in numbers small enough to remain special, it bridges the gap between classic elegance and early-’70s experimentation. It’s the kind of Alfa that feels right at an Italian or European car show, a Cars & Coffee event, or a quiet drive up the coast with friends who appreciate something a little different.
Thanks for coming along for the ride.
Frank
