From Italy to Brazil: a family of entrepreneurs
Born in Italy in 1917, Rino Malzoni moved to Brazil in 1922, at the age of five, with his parents and siblings to join the rest of his family who had been living in the country for over fifty years. His father, Francisco Malzoni Neto who was Brazilian, only got to know his ancestors birth place in 1898 when his father made the decision to return to Italy. There he studied and got married to Imaculatta Matarazzo and had four children: Genaro (Rino), Catarina, Fulvio, and Teresa. During that time, they went through the hardships of World War I which was affecting the world’s economies leading the countries into economic depression.
Unlike most of the Italian immigrants who settled in the new land, Genaro, the patriarch of the family who immigrated in 1859, was not in search of a job. Instead, he came to Brazil with the purpose of investing in the country. Upon his arrival, Genaro purchased some land in the region of Matão, in the state of São Paulo, known for being one of the largest coffee crops in the world at the time. There he established his farm, Trindade, and started to grow coffee like the other farmers in the region.
With a keen sense for business, Genaro was an entrepreneur who soon began to spread his business in the region by catapulting Trindade into the coffee market. By then, his farm not only turned into a great coffee producer, but it also began to export the grains. The exportation of coffee from the Port of Santos expanded and triggered the need for a place to store the product, so Genaro then built the “Casa Comissária”, a warehouse to stock his production. The business continued to grow and, along with his brothers, he soon founded the Malzoni Brothers Banking House.
An early passion
It ran in the family that by the time Francisco was about to return to Brazil with his wife and children, Rino, although very young, protested vehemently for leaving “La machina, voglio la machina” behind. This was a clear indicator of the passion that would escort him throughout his life.
Back to Brazil, Francisco Malzoni returned to Matão, taking up again the command of the family business. Years later, in 1953, he bought the Chimbó Farm, enhancing its productivity with the purchase of new machines and agricultural implements. He became a dominant producer of sugar and engaged in the manufacturing of “cachaça”, a typical Brazilian drink which is obtained from the distillation of the molasses fermented sugar cane. In his distillery at Chimbó, the recently created brand “Saudades do Matão”, in reference to a famous country song, turned into a great success.
While his father continued to implement and develop the family business, Rino entered law school and attended “Faculdade de Direito do Largo de São Francisco”, the most distinguished Law University in the country. As a lawyer, he began to work for the Companhia Sul-Americana de Metais, which belonged to Francisco “Baby” Pignatari, an industry magnate and international playboy. In 1943 he married Anita, the daughter of José Artimonte, also a farmer at Matão. In 1947, Anita gave birth to Maria do Rosário (Ro) and, in 1955, Francisco (Kiko) was born.
His career as a lawyer did not last long. His real passion, mechanics, dated back to his teen years when he spent his vacation periods at the farm in Matão assembling and disassembling farming equipment. At 14, he learned to drive, and enriched his knowledge about car engines. He dedicated his spare time at his uncle´s Gino Torchio repair shop located in downtown Matão. The store was well equipped which was uncommon in those days. At that time, it was difficult to find replacement for parts of cars since most of them were imported. As a solution, Gino began to manufacture the parts at his shop.
Transformations
Towards the end of 1940, Rino faced his first automobile project. The big challenge consisted on transforming an enormous “torpedo” Lancia into a two-seat roadster, inspired by the English MGs that thrilled the youngsters in those days. He also customized the front end of an A90 Atlantic Austin right after buying it at the dealer in São Paulo. Other deeds in this field were the alterations in a 1952 Maserati coupé. He changed its front end parts and had the engine and gearbox replaced by the drivetrain of a Testarossa Ferrari 250. He also remodeled the grille of a BMW 328.
Rino´s knowledge was not empirical though. He subscribed and collected the foremost European automotive magazines which he bound in leather covers after taking notes and making sketches in the edges of the pages. The customization of a Ford Model A took longer than expected and disturbed the routine at uncle Torchio´s shop. That was the kick off for Rino to start his own workshop, which he settled at his father´s farm in Matão. Now, the foundations for a new beginning were set. The next step would be the creation of a car.
Learning by doing: the first GT Malzoni
In order to bring together his first GT, Rino Malzoni chose to use as basis for his project, the DKW which offered an important advantage over other models: its chassis was totally independent from the body of the car. It had a front engine and a front wheel drive. Despite its small displacement of just one litre, it was a two-stroke engine and generated around 50CV as compared to the engine of 1.2 litres Volkswagen which at the time had 30CV despite its 1.200 cm³ displacement.
Two key collaborators for the construction of the Malzonis were recruited from the neighboring city of Araraquara. Both Pedro Molina, the first to arrive, and Francisco Vaida were expert repairers and had in common, versatility as their main quality. The team also included mechanics, painters, electricians and whatever was needed to carry out their boss´ project.
A thorough learning process involved the creation of the first Malzoni GT and the others that followed it. It took about two years for the first model to be ready. Most of its parts had to be manufactured and modified several times. A real size sketch of the car´s profile, on one of the shop´s walls, was constantly being altered.
The basic lines of Rino´s project consisted on a structure made of steel bars used for buildings. This enabled him to regulate the height of the roof before placing the driver´s seat, the windshield inclination and the position for the instrument panel. After the frame was covered with cardboard, the forms were finally defined. The body parts were then modelled by hammer. The model, a 2+2 (with two very small seats at the rear) was ready in 1963. An important mechanical change in it was the placement of the gear stick which moved from the steering wheel column to the car´s floor.
Evolution: the Type II
The second Malzoni GT with a retrenched chassis was an improved version which gave the car sprightliness that would become a legend in tight turn tracks. The greatest supporter of the team, Mário César de Camargo Filho, best known as Marinho, was also the first driver of the Vemag Team. After driving the 2+2 model, he called Rino at the farm and convinced him to build the newer version.
Marinho supervised each step in the construction of the new car and even suggested some changes such as the diminishing of the roof height. Before the new Malzoni GT was finished, he bought it and lent it to the Vemag Team where he successfully tested it in a few races.
There were two other steel-body versions of the Malzoni GT. The last one, Type IV, was used as a sample for a much lighter version, in fiberglass. Commissioned by the Vemag Team and under the monitoring of the expert in fiber glass, Celso Calvari, three additional units were created. At that time, this new technology was cutting-edge in Brazil.
The following step was preparing Type IV to be displayed at the São Paulo Auto Showroom in 1964. That demanded a much more careful engineering. The prototype which was painted no less than five times before it was finally approved, arrived late at the show. Despite of the challenges, it was one of the highlights of the year.
Commercial manufacturing
The fiberglass Malzoni GT was the result of a partnership among Rino, Marinho, Milton Masteguin and Roberto. That set the establishment of the Lumimari Company. The car, boasting the DKW Malzoni badge, was available in two versions. The first, the “Spartan”, which was used for racing, had a harsh finishing and little internal comfort. The other, geared to the ordinary public, was a more sophisticated one, with leather upholstery.
There were only a few units made of the first “commercial” Malzoni. There is not an exact number, but it is estimated that there were between 43 and 45 cars made. Despite the small number of pieces, the car was tremendously successful and greatly accepted by all who tested as it was publicized in the main specialized magazines at the time.
By 1966, the model needed a replacement. Rino then decided to create a newer model, under the support of his friend and designer, Anísio Campos and Jorge Letry, a former Vemag racing manager, who supervised the manufacturing of PUMA, the brand that replaced Lumimari.
Anísio Campos, both a racing pilot and Rino´s close friend, claimed he had never participated in the project of PUMA VW nor worked on it. He said he just converted Rino´s ideas into drawings during informal talks in the living room during when visiting his farm. This close interaction led people to credit Anísio for some of the models created by Rino.
With a focus on the daily use, smoother lines, more precise measures and more careful finishing, the PUMA GT turned out to be an immediate success. Its success was even more obvious when it was awarded, in 1966, Brazil´s Most Beautiful Car by the magazine “Quatro Rodas” which included in its jury the Italian carrozziere Nucio Bertone. The success immediately impacted sales: 135 units were swiftly sold. This number could surely have been higher if Volkswagen which had bought Auto Union, in Germany and Vemag, in Brazil, had not discontinued the manufacturing of the DKW lineup. Those were hard days for PUMA, but Rino did not allow the crisis to interfere on his business.
The end of DKW model was a severe knock-back for Puma, which was just starting to get settled. But, Rino had a card in his sleeve: he recovered a dormant project he had in stashed at Fazenda Chimbó. Thus, what was initially meant to be a race car made on the Karmann-Ghia’s platform, became the prototype of a new GT. After nine months of hard work, the Puma Volkswagen became reality. The small sports-car had a bright career: besides the success in Brazil, it was exported to more than 50 countries, including the United States, Japan and many others in Europe.
Including convertibles and race versions, those with a lighter body and without internal furnishings, more than 23,500 units were produced. The car was usually sold with the air-cooled 1.600 cm³ Volkswagen engine, with low power, but granted reliability.
To satisfy its customers, Puma eventually created an equipment line that included special piston kits, dry-sump forced lubrication and oil radiator, and a series of special camshafts. The Puma was also manufactured, under license, in South Africa. Bromer Motors, a local company, made 357 units in Durban, in 1972.
With the Puma Volkswagen’s manufacturing and sales consolidated, Rino turned his attention to the project of a more powerful and gaudier model. As importation in those days was almost inviable due to the high taxes, his aim was to replace the imported Mustangs and Camaros for a just as good national product. Thus, the Puma GTB using the Opala’s Chevrolet powertrain was created. The car had its own special structure, connected to the subchassis and suspensions of the Opala. The four-speed transmission’s lever was located on the floor, and the buyer could choose either a four or a six-cylinder engine. Although the sales of the new car only begun in 1974, the Puma Chevrolet was one of the greatest attractions at São Paulo Autoshow in 1972.
The withdraw
Rino Malzoni’s relationship with the company he had created seemed to have all the necessary requirements to be pleasant and long-lasting. Unfortunately, after 1973, when heart problems forced him to withdraw from Puma’s daily routine, he was somehow “discarded” by his partners. In 1974, when he was submitted to a delicate surgery, they dissolved Puma Veículos e Motores and created a new company. Rino Malzoni became a minority shareholder of the newly created Puma Industrial. Still convalescent and extremely resentful, he left the company in that same year.
Without a better alternative to offer, Puma begun to face competitors such as Miura, Santa Matilde and Adamo, among others, losing room in the market. Eventually, it closed in 1980.
GT 4R
The GT 4R, was ordered by Quatro Rodas Magazine and only three units were manufactured. The car, made at Rino’s shop at his farm in Araraquara and, notwithstanding its lines which were similar to the Puma’s, had a unique identity. The style was influenced by the most famous Italian and American sports cars of the time. Longer than the Puma, it used the VW Beetle platform and a 1.6-liter engine with the power boosted by two Solex 32/34 carburetors and a P2 camshaft.
Encouraged by the stories that documented their construction, every month tens of thousands of readers sent coupons to the magazine in order to participate in the draw of the three cars. Each unit had a different color: the first one was copper, the second, metallic-blue and the third, green. The interior was luxurious, with leather upholstered seats. The three units, one in Kiko Malzoni’s collection and the two other, with important collectors, are well preserved.
Two variants of the GT 4R were made, observing the changes, as the lack of the front air intakes and the rear window repositioned, to preserve the identity of the original cars. One of them was used by Rino Malzoni himself. The other, sold to a female client who stubbornly insisted with the constructor to buy it.
An Italian-blood Onça ( Alfa Romeo )
Little known, the Onça (a spotted Brazilian jaguar) was a project developed by Rino for FNM, Fábrica Nacional de Motores, a state-owned manufacturer. It produced in Brazil, under license, the Alfa Romeo 2000, a sport sedan released in 1960 with the name JK in a tribute to the Brazilian President, Juscelino Kubitschek.
The initiative happened even before the beginning of Puma. The first prototype, which was shown in an event in Rio de Janeiro, pleased neither FNM nor Rino. The second version, as specified by the manufacturer directory, was clearly inspired by the just-released Ford Mustang. Nonetheless, the Onça’s front kept the Alfa Romeo identity, with the “cuore sportivo” at the center of the grille and horizontal louvres between the headlamps.
The car was handcrafted at the Araraquara shop. FNM would send the FNM 2000’s platform, which was shortened by 22 cm before receiving the fiberglass body. The Onça was 29 cm smaller than the sedan, weighing 1,100 kg, against the 1,360 kg of the sedan. The final furnishing was done on the FNM’s plant in Duque de Caxias, RJ, where the powertrain and electrical system were installed, besides the interior finishing.
The Onça used the powertrain of the TIMB (Turismo Internacional Modelo Brasil), a local version of the sedan. The engine, fed by two Weber double carburetors, developed 115 cv, and the five-speed transmission lever was on the floor.
A success in the Autoshow, the Onça had a short life though, and less than ten units were made. The federal government soon decided to sell FNM. There are no precise records, but seven units should have been delivered to FNM and an eighth body should have remained in Matão, with its molds. One of the few remaining units was recuperated by journalist and collector Roberto Nasser, from Brasília, and is part of the museum sponsored by him. Another, is in a private collection in São Paulo, and a third, is being restored.
The “flying” beast: the Carcará
The name, Carcará, refers to a fierce small hawk from the northeast of Brazil and, at the time, it inspired the composition of a popular song that became a national success.
The development of the Carcará, the car that established the first Brazilian speed record in 1966, begun inside Vemag, in mid-1965. Its lines were based in the Auto Union streamlined cars created to establish records at the just-inaugurated German autobahns, during the 1930’s. The idea came from Jorge Letry,Vemag’s racing director and a fan and expert in Auto Union’s history. With the end of the Vemag Team, in 1966, Letry turned to Rino to construct the car. The aluminum body, created by Rino and Anísio Campos, was made by the mechanics Molina and Vaida at his farm, Chimbó. The car’s basis was a Formula Junior chassis, manufactured by Toni Bianco and the driver Chico Landi.
The bold design of the car did not please everybody, but regarding speed, the approval was unanimous. The first tests were made in a public road near Matão and later, at the Interlagos Circuit, where the car’s front wheels showed a terrifying tendency to lose contact with the road over 200 km/h and reacting too fast to trajectory corrections.
The efficiency of the Carcará was assessed right at the moment it was about to try to break the Brazilian speed record, at Barra da Tijuca, in Rio de Janeiro and resulted in a severe incident. After a test and worried by the lack of safety, Marinho, who had been chosen to drive it, had a fierce argument with Letry claiming that the car was an “electric chair”. There was also a concern on the resistance of the Pirelli street tires, which specifications were much lower than the expected record speed.
Marinho gave up driving the car and was replaced by Norman Casari. On June 29, 1966, he reached the medium speed, in two successive attempts, of 212.903 km/h. The small 1,100 cm³ DKW engine eventually locked, but the record had been established.
VW Passat Malzoni
Rino Malzoni’s last project was an automobile developed in 1977 and 78. Using as basis the original VW model, the Malzoni Passat had the front and rear modified. The profile, as the Onça’s, resembled the hard top Mustang. A break in the roof line, which in the original Passat was strongly inclined, marked its individuality.
At the front, Rino elongated the engine hood and used the original grille, painted black, with the rectangular headlines of the Dodge Polara. The hood was divided by a chrome fit. To reduce weight, the hood, fender and the trunk lid were made with fiberglass.
With the changes, the rear space was reduced and the car became a 2+2, where the rear seat could carry only children. The engine and transmission were the original VW, but the suspension was lowered and retuned.
Rino, already out of Puma for some years, intended to manufacture the car only by order at the Araraquara shop, making the changes in cars furnished by the customers themselves. With his death, in 1979, the project was discontinued.
The return of the GT Malzoni
Out of Puma since 1974, Rino Malzoni saw his name once more identifying a car. The new Malzoni GT was built by his son, Francisco “Kiko”. The idea was suggested by a friend, who asked if he could make a car. At the time, automobile imports in Brazil, although not forbidden, were almost impossible. The Puma, a national option for those who liked sport cars, was already outdated.
Kiko talked to his father, who still had the GT 4R molds, and asked him to send them to Rio de Janeiro, where he lived. They were the basis for a new body, developed with the help of Antônio Pereira, owner of Polyglass, who produced the Woody dune buggy.
One of the car’s main features was the retractable headlight. It was the first national car to have them, and among other luxury items, it had electric windows.
By Rino’s insistence, the car was shown at the São Paulo Autoshow, at the end of 1976. Kiko, who did not expect to make more than a few units, was surprised, as many people showed interest in the car. Without knowing exactly what to do, he fixed its price in 200 thousand cruzeiros, twice the price of a Bianco GT, and asked an advance of 50 thousand for those interested in ordering it. To his surprise, at the end of the show, no less than 25 cars had been ordered.
To be able to fulfill the orders, Kiko set a deal with Jorge Letry, who had established a fiberglass lamination company. The first bodies were made there. Other parts and the chassis shortening were made by Chiquinho Lameirão and the mechanic Miguel Crispin. When Letry’s company closed, the production was transferred to Araraquara.
Under the same name of his father’s first car, Malzoni GT, Kiko’s automobile was equipped with a 1,600 cm³ air-cooled engine. But more than half of the customers opted for changes, such as increasing the displacement up to two liters, sportier carburetors and camshaft.
A friend from Matão, José Marquez, interested in the car, liked it so much that asked Kiko if he would consider selling the factory. His offer was much higher than the plant estimated value, so the deal was set.
The new owner of the brand moved the production to Matão, where about ten units were made. Unfortunately, José Marquez was killed in a car accident. Although his brother, Luiz Marquez, tried to keep the manufacturing for some time, it was eventually discontinued.
The name Malzoni is a reference in the Brazilian automotive and auto racing history. His cars became famous not only within the country, but also abroad. Some hundred units of the Puma GT were exported. Perhaps it reached the order of the thousands. The front-wheel drive models with DKW powertrain greatly impressed those who heard of them elsewhere.
The Malzoni GT is officially considered a mark in the DKW’s history and, consequently, in the Auto Union’s (a.k.a Audi), the association of German manufacturers it belonged to. This acknowledgement became reality in November 2009, when one of the remaining units of this car was added to the collection of the Audi Museum in Ingolstadt, Germany. The metallic-blue Malzoni GT in display there was acquired in Brazil by Audi Tradition, the company’s division responsible for the brand’s history and of all Auto Union partners. It was restored before it was sent to Ingolstadt along with two other DKW models that were manufactured exclusively in Brazil by Vemag: a Fissore coupé and a last series 1967 Belcar (sedan), with a distinguished grille and four headlights.
MALZONI CARS
ATLAS – DKW MALZONI GT 1964
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