You probably know the feeling. Wandering through a car show field, you glimpse a familiar but rarely seen profile. Your antennae react and your brain starts to process the data. So, when I saw the front of this car in the distance at the recent Festival of the Unexceptional, the little grey cells started whirring, my Curbivore-Alfa databank proffered suggestions on the identity and I changed direction like an alert basketball player. And the immediate identity response was, in fact, inaccurate.
As was the second. It was not an Alfetta. Nor was it an Alfa Romeo Alfa 6, the 2.5 litre V6 engined longer nose and tail Alfetta derivative.
Getting closer, you realise that this is a larger car, albeit with a similar theme to the styling to the Alfetta but clearly a different architecture underneath. You see the badges. Alfa Romeo 2300 Rio. And not in a familiar script. It’s an unfamiliar name but a favourite Alfa Romeo engine size, albeit one not seen for many years. The need to find out more quickly takes precedence to lunch. Obviously.
Even by Alfa standards, the 2300 Rio has a complex history and bloodline. This, to the registration authorities, this is a 1978 car, but it was likely first registered around 1981 or 1982, and for this example, which is now on UK plates, in Germany. The 2300 Rio was built in Brazil, hence the name, from 1974, by FNM the Brazilian truck builder bought by Alfa in 1968.
FNM had been licence building Alfa designed trucks for the local market since 1952, as well as a version of Alfa Romeo 2000 saloon known as the FNM 2000, and later a Brazilian market specific variant sold as the FNM 2150. Rubens tells the full story of Alfa Romeo and FNM here.
In 1974, FNM introduced the 2300, switching from FNM to Alfa branding, with the styling we have seen that aped the then new Alfetta saloon. But the car was based not on the Alfetta or even the preceding Alfa Romeo 1750 and 2000, or even the FNM 2000, but on the 1950-59 Alfa Romeo 1900 saloon, Alfa’s first monocoque (unibody) car and a car that looked perfectly at home with a contemporary Mercedes Benz 190, Rover P4, Morris Oxford or Fiat 1900.
Power for the 1900 came from a 1.9 litre or 2.0 litre straight four, with the twin overhead cams. A valid, even adventurous, 1950 specification, but looking more than a little behind the times by 1974. The 2300 was developed in Italy, though specifically for the Brazilian market and production.
Size wise the car was a 107 inch wheelbase and was 185 inches, so it was a class size bigger than the Alfetta and close the Mercedes-Benz W123 and larger than a contemporary BMW 520. Transmission was a five speed manual with no automatic option, and Brazilian market cars had no heater.
The car came to market in 1974, at a time when Brazil was entering a boom of ethanol fuel, and of course, an oil crisis. Sales were not what was hoped, and Alfa Romeo determined that the car could be sold in Europe, though not Italy or the UK, to absorb some of the volume.
In 1978, between 600 and 1000 cars (records differ) were shipped to Holland for distribution through the Dutch, German and Swiss importers as the Alfa Romeo 2300 Rio, linking to its origin, and fitted with a heater. However, at a price of 28000 Dutch guilders, they were up against some stiff competition from the established premium manufacturers and indeed non-premium manufacturers, and sales were slow to say the least. After three years, hundreds of cars were still sitting, on the dockside, taking the sea air.
By 1981, the importer’s patience ahead reached its limits. The cars were sold on to the intermediate trade at huge discounts (figures of 10000 Dutch guilders or 35% of the original price are quoted) and without the onerous warranty commitments. In some countries, the importers bought back or exchanged a Rio for a new Alfetta 2000, with few questions asked. Coming soon after the Alfasud rust debacle and the Lancia Beta rust scandal, the reputational damage for Alfa and Italian cars generally can only be imagined.
The 2300 is not a classic Alfa of the period in many ways. The engine, at 2310cc, is relatively large for a four cylinder engine and unlike other 1970s rear drive Alfas the gearbox was not mounted in a rear transaxle and the rear suspension was much simpler, losing the Alfetta’s de Dion system, inboard rear brakes and Watts linkage. The engine, although still from the same family, had 132 bhp, compared with the 122 bhp from the 1750cc Alfetta. And the Alfetta was faster. You can start to see why the Rio was a tough sell in Europe, even if it was more spacious and with a bigger boot. The owner of this car described it as driving like a Land Rover.
This car is probably unique in the UK. The owner bought the car from Germany, unseen, as he had memories of the car his father had driven in Brazil when he was growing up, which is a good reason for choosing your classic Some accounts suggest that the main purpose now of the 2300 Rio is to provide spares for the earlier 1900; that’s probably dismissive and misses the point about the car’s place in the market in Brazil. But it cannot be classed as one of Alfa’s hits.
https://www.youtube.com/watch?v=hKFFXMyzI08
It is a Curbviore hit though. I’m sure that’s what Emerson Fittipaldi is saying here.
Wow, wasn’t aware of this one and surprised that it is so large. This stems from what I think of as Alfa’s “difficult” period where the styling trends of the day dictated forms that to me just don’t really work with Alfa’s traditional (and again current) shapes.
It was very surprising to read that the car was sold in Brazil without a heater. Heat being basically free energy beyond fitment of a few parts and hoses I would think even in Brazil there will be days chilly enough that heat would be appreciated.
Heating was an optional, with A/C system.
It’s impossible to understand this thing as a derivative of the ’50’s 1900. As you say, that car was a unibody, in which the “chassis” is in the overall body. This looks like a taller, longer Alfettta from ’74, not a reskin of a ’50’s car. However, reskins can be spectacular, my favourite being the Cortina Mk3 into the Mk4, which look unrelated.
In any case, it’s a hell of a CC. Apart from anything else, I had no clue the Alfa twin cam could be stretched to 2.3 litres.
Is it possible that it’s just the platform – here, essentially the live-axle front gearbox floorpan – that’s shared with the old car?
To understand the Mk.IV Cortina you really need to look at it’s sibling the Taunus TC, especially in the estate vesion.
This Alfa does have typical Fiat group ’70s styling, though you might have expected it to have been based on the Fiat 130 underpinnings if you didn’t know the background.
It’s impossible to understand this thing as a derivative of the ’50’s 1900.
Much less impossible than to understand the Final AUS Ford Falcon as a direct derivative of the 1960 Falcon. Which is true, as the AUS Falcon was never once a totally new car; it was just a constant series of evolutions.
This car is highly comparable to one or two steps of the Falcon’s evolution, right? Same basic platform/chassis/engine, but new upper body. How impossible is that, for an Australian, to imagine? Same applies to a number of other Aussie cars. I would think you’d be able to imagine this much more than most.
Is it possible that it’s just the platform – here, essentially the live-axle front gearbox floorpan – that’s shared with the old car?
Yes. It’s a new body built around some aspects of the old 1900 floorpan and probably some inner structural pieces. Not a “reskin” by any stretch of the imagination.
Great article about a fascinating car but it directly contradicts Rubens’ statement in his FNM history that the Rio *was* based on the 1957 Alfa 2000.
The origin is 1900. But, it’s a 102 tipo. Direct descendant from 2000 Berilna (57-62), with solutions from 2600-106 tipo, and 105 tipo.
I don’t think highlighting the fact the car came from a country with no car building tradition was a great marketing idea. And why not using the newer FNM chasis instead?
“Sem tradição” é algo estranho de se dizer, especialmente porque em 1978 o Brasil era o 9º maior fabricante de automóveis do mundo
Also surprised the Alfa Twin-Cam could be enlarged to 2.3-litres, have read of the V6 being considered for the 2300 along with inline-4/6 engines prior to the fuel crisis (since the Alfa 6’s launched was said to have been delayed by some 4-5 years).
Would it be correct to say the inline-6 in the Alfa Romeo 2600 was also derived from the 4-cylinder Alfa Twin-Cam?
This 2300 four has nothing to do with the more popular and common Alfa smaller four. This one is based on the 1900’s engine (like the rest of the car), which was physically a larger engine. It’s not in “the same family” as the smaller 1.3-2.0 L fours.
Understand, thanks for clearing things up.
This 2300 engine is derivated from 2000 (102), evolution of 1900, who came from 8 cylinder pre-war cutted in half, basically.
The 2300 engine has a long stroke (88×94), iron block, alloy head, 30° angle, sodium exhaust valves, wet liners, water and oil pump resized.
From 105 engine family inherited tappets, valve springs, distribution chain and tensioner, gearbox,
The mk1 1974 model has some British parts, inherited from 2600.
Dunlop disks and parking brake system.
Girling brake booster.
Lucas switches, fan .
Alfa Romeo developed the DOHC straight eight engine for its P2, a Grand Prix racer, in 1924. This engine provided the architectural basis (DOHC, hemispherical combustion chamber, side-draught carburettors, etc.) for the four-, six-, and eight-cylinder engines fitted to the passenger cars.
6C 1500 Sport built in 1928 was the first of long line of this engine design, starting with 1.5-litre straight-six. The last of this design was DOHC inline four fitted to Spider whose production ended in 1994.
Wow Roger, you are indeed the master of Alfa arcania. Count me as another who had never heard of this one. One can only imagine what was going on in the heads of company officials – “Let’s take our Brazilian update of a real oldie and sell it in northern Europe.” [sarcasm on] Nope, hardly any competition for this car at all in those countries. [sarcasm back off]
Few cars seem to have been so spectacularly unsuccessful. Most conventionally unsuccessful cars can at least find a few who find a sub-optimal combination of looks, features and price at least a little appealing. But these having sat around until being dumped liquidation style – now *that’s* a failure.
But as you note, this is the place where failure finds a welcome home.
Those lot of Rio, was not imported officialy by Alfa Romeo. Was an independent deutch importer.
Fiat had bought Alfa Romeo Brasil in 1976. 10 years before Italy. So, this car was an Alfa Romeo made by Fiat in Brazil.
Neither, Alfa Romeo or Fiat in Europe, could give official assistance. Was a product from competitor of both. Crazy.
None insurance company could homologate 3.rd part basic coverage to licensing in Germany (mandatory), without national assistance. Cause that, the cars was sold after ending warranty time.
I’ve owned two Alfa’s, including a 1975 Alfetta sedan, and of course I’m familiar with the 1900, but never heard of this one. Quite a find!
Wow – who knew these existed ? Rare would be an understatement.
Good luck trying to find spare parts. Did the paintwork look original ? Did you try holding a kleenex-wrapped magnet close to the whee-larches ?
When I looked at the side profile of 2300 Rio, I kept “seeing” the similarity with Alfa Romeo 90, a short-lived saloon that replaced both Alfa 6 and Guilietta in 1986 and 1985 respectively. That includes the beltline kick at the rear doors and higher boot.
had a 90 and it didn’t replace the 116 guilia that fell to the 75, had both of them and 1.6 1.8 , 20l 20.sl and gold clover leaf altettas. By the way I have a soft spot for prosaic shit alfas and the rio or 2300 JK or FNM fill the bill a treat. I would love a 2150 FNM with the cooler dash and bonnet line.
Oliver. Search for Alfa 6 prototype, v6 mule homologation.
Yes, that one passed me by too – and I’m a paid up Club Member… So thank you Roger and serves me right for driving to Croatia in my 2CV rather than attending said Festival…
Better not to translate the fake Fittipaldi speech…
“por dentro todo fodido”
Wow. Roger, this is my Curbside Classic jam. Having temporarily forgotten Rubens’ excellent Brazilian Alfa history, I was surprised to learn about this unique model. And then I was absolutely floored to hear it was exported to Europe! Wow!
Thanks for sharing. Also, that’s an owner I can respect: buys a car for nostalgia but acknowledges it ain’t that great. Some classic car owners really have their blinkers on but not this guy.
I’m with you there – choosing a classic because of the memories or association is a great thing in my book. Classics work on many levels, and memory/association/Dad had one is something that non-believers can join in too.
Another fascinating piece about a car I had never known existed, prior to today. Roger, you have a way of telling a story about a tragic car or circumstances that’s captivating.
What an outstanding find — I knew nothing of this car or its history. There can’t be more than a half-dozen roadworthy Rios left in Europe. Thanks for this piece!
Great find Roger. It resembles something of the in-house Alfetta prototypes; but given how masterful that Alfetta body ended up, compared with this…
Don. Search for Bertone rejected Alfetta design.
Algumas ressalvas sobre o publicado. Em 1978 a FNM não mais existia. Os Alfa Romeo eram fabricados no Brasil pela Fiat, na mesma fábrica que produzia os modelos que eram, e até hoje são, exportados para a Europa. Todos os Alfa 2300 possuiam aquecedor, o que o Alfa Rio não tinha,e que os Alfa Romeo 2300Ti brasieiros tinham de fábrica sem custo extra, era o ar condicionado. O Alfa Rio era, na verdade, um Alfa Romeo 2300Ti simplificado. O Alfa Rio não foi enviado para a Europa “por ter vendas abaixo do esperado”, afinal as 1000 unidades exportadas correspondiam a pouco mais de um mês de produção em 1978. A potência declarada era de 140cv no 2300, 141cv no 2300B e 149cv no 2300Ti com dois carburadores duplos Weber 40.