>>Alfa Romeo 75

Alfa Romeo 75

Alfa Romeo 75 / Milano

1988 Alfa Romeo Milano Gold (US model)
Manufacturer	Alfa Romeo
Production	1985-1992
Assembly	Arese, Milan, Italy
Predecessor	Alfa Romeo Giulietta (nuova)
Successor	Alfa Romeo 155
Class	Compact executive car
Body style	4-door saloon
Layout	FR layout
Engine	Petrol: 1.6 L straight-4 1.8 L straight-4 1.8 L straight-4 turbo 2.0 L straight-4 2.5 V6 3.0 V6 Diesel: 2.0 L straight-4 turbodiesel 2.4 L straight-4 turbodiesel
Transmission	5-speed manual 3-speed automatic
Wheelbase	2,510 mm (98.8 in)
Length	4,331 mm (170.5 in)
Width	1,631 mm (64.2 in)
Height	1,349 mm (53.1 in)
Curb weight	1,100–1,300 kg (2,400–2,900 lb)
Related	Alfa Romeo Alfetta Saloon Alfa Romeo GTV6 Alfa Romeo SZ
Designer	Ermanno Cressoni at Centro Stile Alfa Romeo

The Alfa Romeo 75, sold in North America as the Milano, was a compact sports saloon /compact executive car produced by the Italian automaker Alfa Romeo between 1985 and 1992. The 75 was commercially quite successful; in just three years, 236,907 cars were produced and by the end of production in 1992, around 386,767 had been built.

The Alfa Romeo 75 was the last model that the manufacturer developed before being acquired by Fiat.

Overview

The 75 was introduced in May 1985 to replace the Giulietta (with which it shared many components), and was named to celebrate Alfa's 75th year of production. The body, designed by head of Alfa Romeo Centro Stile Ermanno Cressoni, was styled in a striking wedge shape, tapering at the front with square headlights and a matching grille (similar features were applied to the Cressoni-designed 33).

At the 1986 Turin Auto Salon, a prototype 75 estate was to be seen, an attractive forerunner of the later 156 Sportwagon. This version was, however, never listed for sale, being cancelled after Fiat took control of Alfa Romeo. The car, dubbed the 75 Turbo Wagon, was made by Italian coachbuilder Rayton Fissore using a 75 Turbo as the basis.Two estate versions were to be found at the later 1987 Geneva Motor Show; one was this Turbo Wagon and the other was a 2.0 litre version named the Sportwagon.

Technical features

The 75 featured some unusual technical features, most notably the fact that it was almost perfectly balanced from front to rear.This was achieved by using transaxle schema — mounting the standard five-speed gearbox in the rear connected to the rear differential(rear-wheel drive). The front suspension was a torsion bar and shock absorber combination and the rear an expensive de Dion tube assembled with shock absorbers; these designs were intended to optimize the car's handling; moreover the rear brake discs were fitted at the centre of the rear axle, near the gearbox-differential group. The engine crankshaft was bolted directly to the two-segment driveshaft which ran the length of the underside from the engine block to the gearbox, and rotated at the speed of the engine. The shaft segments were joined with elastomeric 'doughnuts' to prevent vibration and engine/gearbox damage. The 2.0 L Twin Spark and the 3.0 Litre V6 were equipped with limited slip differential.

The 75 featured a then advanced dashboard-mounted diagnostic computer, called Alfa Romeo Control, capable of monitoring the engine systems and alerting the drivers of potential faults.

The 75 engine range at launch featured four-cylinder 1.6, 1.8 and 2.0 litre petrol carbureted engines, a 2.0 litre intercooled turbodiesel made by VM Motori, and a 2.5 litre fuel injected V6. In 1986 was introduced 75 Turbo, which featured fuel injected 1779 cc twin cam engine using Garrett T3 turbocharger, intercooler and oil cooler.

US-market Milano Quadrifoglio Verde, with the 3-litre V6

Rear view of Alfa Romeo 75

In 1987, a 3.0 litre V6 was added to the range and the 2.0 L Alfa Romeo Twin Cam engine was redesigned to have now two spark plugs per cylinder, the engine was named as Twin Spark. With fuel injection and variable valve timing this engine produced 148 PS (109 kW; 146 hp). This engine arguably founded modern engines of today as it was the first production engine to use variable valve timing. In North America, where the car was known as the Milano, only the 2.5 and 3.0 V6s were available, from 1987 to 1989.

The North American 2.5-litres were fundamentally different from their European counterparts. Due to federal regulations, some modifications were required. Most noticeable from the outside were the 'America' bumpers, with the typical rubber accordions in them. Furthermore, these bumpers had thick (and heavy) shock-absorbing material inside them and in addition, they were mounted to the vehicle on shock absorbers. To accommodate these shock absorbers, the 'America'-bodies were slightly different from the European ones. Other changes relative to the European model were:

• A 67-litre fuel tank which was located behind the rear seats, reducing the boot capacity from 500 L (18 cu ft) to 300 L (11 cu ft).
• Side-markers in the bumpers
• Exhaust silencer sticking out from under the bumper at the r/h side of the vehicle instead of the centre
• Reinforcements in the doors and boot lid
• Hooks underneath the bonnet, to keep the bonnet in position in a crash

The North American cars also had different equipment levels (depending on the version: Milano Silver, Milano Gold or Milano Platinum). L/h and r/h electrically adjustable outside mirrors, electrically reclining seats and cruise control were usually optional in Europe. The car was also available with a 3-speed ZF automatic gearbox option for the 2.5 V6. Other, more common options such as electrically operated rear windows and an A/C system were standard in the USA. The USA-cars also had different upholstery styles and of course different dashboard panels also indicating speed in mph, oil pressure in psi and coolant temperature in degrees F, and as a final touch the AR control was different, including a seat belt warning light.

The European-spec 2.5 V6 (2.5 6V Iniezione or 2.5QV) was officially sold only between 1985 and 1987, although some of them were not registered until 1989. Relatively few of them were sold (about 2800 units), especially when the 155 PS (114 kW; 153 hp) 1.8 Turbo got launched, which in some countries was cheaper in taxes because of its lower displacement. To create a bigger space between the V6 and the inline fours, the 2.5 was bored out to 2959 cc's to deliver 188 PS (138 kW; 185 hp) and this new engine was introduced as the 3.0 America in 1987. As its type designation suggests, the 3.0 only came in the US-specification, with the impact-bumpers and in-boot fuel tank. However, the European 'America's' were not equipped with side-markers or the door, bonnet and boot lid fortifications. Depending on the country of delivery, the 3.0 America could be equipped with a catalytic converter.

In 1988 engines were updated again, the 1.8 L carburetor version was replaced with fuel injected 1.8 i.e and new bigger diesel engine was added to the range. In the end of 1989 the 1.6 L carburetor version was updated to have fuel injection and 1990 the 1.8 L turbo and 3.0i V6 got some more power and updated suspension. The 3.0 V6 was now equipped with a Motronic system instead of an L-Jetronic. The 1.8L turbo was now also available in 'America'-spec, but strangely enough not available for the USA market. The 3.0 V6 did make it to the United States, and was sold as Milano Verde.

Turbo Evoluzione

Front of the Alfa Romeo 75 Turbo Evoluzione.

Alfa Romeo 75 2.0 with Turbo Evoluzione-style wingkit

500 examples of the Turbo Evoluzione were produced in spring 1987 to meet Group A requirements. The car had many modifications compared to the normal turbo model. The engine was down-sleeved to 1,762 cc (normally 1,779 cc) and while the claimed power is the same as in the standard turbo, this engine is better suited for power upgrades than the standard 75 Turbo engine.

Engines

Last facelift version 75 (Italy)

• Launch, May 1985
  • 1.6 (1,570 cc) Carb with 110 PS (81 kW) at 5,800 rpm and 146 N·m (108 ft·lbf) at 4,000 rpm
  • 1.8 (1,779 cc) Carb with 120 PS (88 kW) at 5,300 rpm and 170 N·m (125 ft·lbf) at 4,000 rpm
  • 2.0 (1,962 cc) Carb with 128 PS (94 kW) at 5,400 rpm and 183 N·m (135 ft·lbf) at 4,000 rpm
  • 2.0 (1,995 cc) TD with 95 PS (70 kW) at 4,300 rpm and 192 N·m (142 ft·lbf) at 2,300 rpm (left hand drive markets only).
  • 2.5 (2,492 cc) Injected V6 with 156 PS (115 kW) at 5,600 rpm and 206 N·m (152 ft·lbf) at 3,200 rpm
• 1986
  • 1.8 (1,779 cc) Injected Turbo 155 PS (114 kW) at 5,800 rpm and 226 N·m (167 ft·lbf) at 2,600 rpm
• 1987
  • 2.0 (1,962 cc) TS with 148 PS (109 kW) at 5,800 rpm and 186 N·m (137 ft·lbf) at 4,000 rpm (upgrade of existing 2.0 engine)
  • 3.0 (2,959 cc) V6 with 188 PS (138 kW) at 5,800 rpm and 250 N·m (184 ft·lbf) at 3,000 rpm (in North American market "Milano Verde" only)
• 1988
  • 1.6 catalytic with 105 PS (77 kW) at 6,000 rpm
  • 1.8 i.e with 122 PS (90 kW) at 5,500 rpm and 157 N·m (116 ft·lbf) at 4,000 rpm (replacing existing 1.8)
  • 2.4 (2,393 cc) TD with 112 PS (82 kW) at 4,200 rpm and 235 N·m (173 ft·lbf) at 2,400 rpm
  • 3.0 V6 AMERICA catalytic with 188 PS (138 kW) at 5,800 rpm and 250 N·m (184 ft·lbf) at 3,000 rpm (Europe market only)
• 1990
  • 1.6 i.e with 107 PS (79 kW) at 6,000 rpm and 137 N·m (101 ft·lbf) at 4,000 rpm
  • 1.8 Turbo Quadrifoglio Verde with 165 PS (121 kW) at 5,800 rpm
  • 2.0 TS catalytic with 148 PS (109 kW) at 5,800 rpm (replacing existing 2.0)
  • 3.0 V6 QV, now 192 PS (141 kW) at 5,800 rpm and 250 N·m (184 ft·lbf) at 3,000 rpm (replacing the existing 3.0, this motor from the 164 featuring a Motronic system as opposed to the earlier L-Jetronic. This model was known as the "Potenziata")

Motorsports

Michael Kopf with Alfa 75 Turbo in Nürburgring 1986 DTM.

Alfa Romeo and its racing department Alfa Corse raced the 75 Turbo Group A in the World Touring Car Championship in 1987 season. Team drivers included such names as Nicola Larini, Gabriele Tarquini, Sandro Nannini, Jacques Laffite and Mario Andretti. With no success and the whole season being a farce Alfa Romeo left the series before the overseas races.

Former Australian Touring Car Champion Colin Bond ran a Caltex sponsored Alfa Romeo 75 in the 1987 Australian Touring Car Championship to replace the GTV6 he ran from 1984 to 1986. Bond finished a distant 9th place in the championship. He also drove the end of season endurance races which included the Bathurst round of the WTCC. After qualifying 21st co-driver Lucio Cesario destroyed the front of the 75 in a crash at the top of the mountain on lap 34 of the race which forced the cars withdrawal from the Calder Park and Wellington rounds of the WTCC. The car was repaired in time for the Australian Grand Prix support races where Bond qualified a fine second and finished 5th in the race in the cars 'down under' swansong.

Gianfranco Brancatelli won the 1988 ITC serie with Alfa 75 Turbo and Giorgio Francia placed second in the 1991 ITC. The 9th Giro d'Italia in 1988 was won by the team of Miki Biasion, Tiziano Siviero and Riccardo Patrese with a 75 Turbo Evoluzione IMSA.

>>Alfa Romeo 155

Alfa Romeo 155

Alfa Romeo 155

Facelift version of 155
Manufacturer	Alfa Romeo
Production	1992–1998
Assembly	Pomigliano d'Arco, Italy
Predecessor	Alfa Romeo 75
Successor	Alfa Romeo 156
Class	Compact executive car
Body style	4-door saloon
Layout	Front-engine, front-wheel drive /four-wheel drive
Platform	Type Three platform (Tipo Tre)
Engine	Petrol engines 1.7 TS  I4 1.8 TS  I4 2.0 TS  I4 1.6 16v TS  I4 1.8 16v TS  I4 2.0 16v TS  I4 2.0 16v Turbo I4 2.5 V6 Diesel engines 1.9 TD 2.5 TD
Wheelbase	2,540 mm (100.0 in)
Length	4,443 mm (174.9 in)
Width	1,700–1,730 mm (66.9–68.1 in)
Height	1,440 mm (56.7 in)
Curb weight	1,195–1,430 kg (2,630–3,200 lb)
Related	Alfa Romeo 145 Alfa Romeo 146 Fiat Tipo Fiat Tempra Fiat Coupé Lancia Dedra Lancia Delta
Designer	I.DE.A Institute's Ercole Spada

The Alfa Romeo 155 is a compact executive car produced under the Italian Alfa Romeo marque between 1992 and 1998.

Design

Built to replace the 75 and based on the parent Fiat Group's Type Three platform, the 155 was somewhat larger in dimension than the 75 but evolved its styling from that of its predecessor. The 155 was designed by Italian design house I.DE.A Institute. A exceptional drag coefficient of 0.29 was achieved with the body design. The design of the 155 allowed also big boot space, 525 litres (115 imp gal; 139 US gal).

The single most significant technical change from the 75 was the change to a front-wheel drive layout. This new configuration gave cost and packaging benefits but many Alfa die-hards and the automotive press lamented the passing of the "purer" rear-wheel drive layout on a car from this sporting marque — the 155 was considered not in the tradition of Alfa's sporting saloons.

Also available was the 155 Q4 which had a 2.0 litre turbocharged engine and a permanent four-wheel drive powertrain both derived from the Integrale; it was essentially a Lancia Integrale with a different body.

The new model came in "Sport" and "Super" guises. The Sport had a slightly lowered ride height and more aggressive dampers while the Super had the option of wooden trim and electronically controlled dampers and seat controls.

Reception of the new model was generally luke-warm. The 75 had been conceived prior to Fiat's acquisition of the Alfa brand, so as "the last real Alfa" it cast rather a shadow over the 155; the loss of rear-wheel drive was frequently cited as the main cause of the disappointment. Nevertheless, the 155 was entered in Touring Car racing and was successful in every major championship it entered which gradually improved its image.

Belatedly the factory introduced a wider version in 1995 (the "wide-body") which as well as a wider track and revised steering based on racing experience or requirements, also brought in new 16-valve engines for the 1.8 and 2.0 litre and also some improvements to cabin materials and build quality. The all wheel drive version, the Q4, was discontinued but its V6 engine continued to be offered ont front wheel drive versions.

There were several Sport Packs available, including a race-inspired body kit (spoiler and side skirts) and black or graphite coloured 16" Speedline wheels. The more genteel could opt for the Super which came with wood inserts in the cabin and silver painted alloy wheels.

The 155 was never produced as a Sportwagon (Alfa's term for an estate / station wagon) but Sbarro made a proposal for such a vehicle in 1994.

Production of the 155 ceased in 1998 when the 155 was replaced by the 156 which was a further development in terms of quality and refinement and finally moved away from the wedge styling — leaving the 155 as the pinnacle of that particular design stream which dated back to 1977 with the dramatic square styling of the Giulietta Nuova.

Timeline

• 1992: 155 launched
• 1993: Grill changed from flushed to recessed
• 1994: 155 Silverstone introduced to the British market, 155 Q4 and turbodiesels to some markets
• 1995: New "widebody" series 2 155 launched with wider track, initially only with 2.0 16v engine. Quickrack fitted
• 1996: Widebody with 1.8 16v engine introduced
• 1998: Production ends

Features

The 155 was initially released with 1.7 L Twin Spark, 1.8 L Twin Spark, and 2.0 L Twin Spark petrol engines, the latter two with variable valve timing. The 1.7 L was not sold in the United Kingdom.

Two four-cylinder turbocharged diesel engines, of 1.9 L (92 PS (68 kW; 91 hp)) and 2.5 L (125 PS (92 kW; 123 hp)) were available in some markets, but again not the UK.

At the top of the 155 range were the 2.5 L V6, using a (166 PS (122 kW; 164 hp)) engine derived from the 3.0 L V6 used in the larger Alfa Romeo 164, and the Q4 which used a drivetrain derived from the Lancia Delta Integrale which meant a 190 PS (140 kW; 190 hp) 2.0 L 16V turbocharged engine and permanent four-wheel drive. The Q4 also incorporated three differential gears (normal at the front, epicyclic at the centre (including a Ferguson viscous coupling) and torsen self-locking at the rear).Both the 2.5 V6 and Q4 models were also available with electronically adjustable suspension with two damper settings (automatic and sport).

The most notable special edition was the "Silverstone" edition released in the UK which was known as the "Formula" in Europe: this was released as a homologation exercise to allow Alfa Romeo to compete in the British Touring Car Championship race series and consequently came with a bolt-on aero-kit consisting of an adjustable rear spoiler and extendible front air splitter.

The Silverstone was a lighter but no more powerful version of the 1.8 L, even though the race car it was homologating had a 2.0 L engine. This anomaly came about because the 1.8 L engine block, with its narrower bore, allowed Alfa to use a longer stroke on the racing car and stay within the 2.0 L capacity limit.

The Silverstone was only available in either Alfa red or Black paintwork with plain, unpainted bumpers.

1995 facelift

Enlarged wheel arches after 1995

Alfa 155 "wide body"

In 1995 the 155 was given an extensive revamp resulting in wider front and rear tracks with subtle enlargement to the wheel arches to accommodate the changes underneath.

The revised car also received a quicker steering rack, with 2.2 turns lock to lock (initially only on the 2.0 , but later followed by the 1.8 L). The 4-cylinder cars retained the twin spark ignition system but received Alfa-designed 16-valve cylinder heads with belt-driven camshafts based on engine blocks of Fiat design. They replaced the elderly but indestructible all-Alfa 8-valve, chain-driven camshaft motors of the earlier models.

The 2.5 L v6 continued in wide body form (but without the steering changes) while the Q4 was discontinued. In Europe the 1.7 L Twin Spark was replaced by a 1.6 L 16-valve Twin Spark. Some 8-valve engines continued in a wide body car in some markets.

The wide-bodied cars also received revised interiors and equipment specifications to keep the cars competitive in the showroom.

The wide body ("Series 2") 155s can be distinguished from their earlier counterparts by their flared front and smooth rear wheel arches (the latter replacing the lip round the wheel arch of the original). They also sported round or oblong indicator side-repeaters and had their model badges moved to below the rear lights rather than having them above.

Engines

Model	Engine	Volume	Power	Torque	0–100 km/h, s 0-62 mph, s	Top speed	Note
1.7 8V	I4	1749 cc	84 kW (115 PS) @6000 rpm	146 N·m (108 lb·ft) @3500 rpm	10.6	191 km/h (119 mph)
1.8 8V	I4	1773 cc	98 kW (129 PS) @6000 rpm	165 N·m (122 lb·ft) @5000 rpm	10.3	200 km/h (120 mph)
2.0 8V	I4	1995 cc	104 kW (143 PS) @6000 rpm	187 N·m (138 lb·ft) @5000 rpm	9.3	205 km/h (127 mph)
2.5 V6	V6	2492 cc	120 kW (166 PS) @5800 rpm	216 N·m (159 lb·ft) @4500 rpm	8.4	215 km/h (134 mph)
Q4	I4	1995 cc	137 kW (190 PS) @6000 rpm	291 N·m (215 lb·ft) @2500 rpm	7.0	225 km/h (140 mph)
1.6 16V	I4	1598 cc	88 kW (120 PS) @6300 rpm	144 N·m (106 lb·ft) @4500 rpm	11.4	195 km/h (121 mph)	since 1995
1.8 16V	I4	1747 cc	103 kW (140 PS) @6300 rpm	165 N·m (122 lb·ft) @4000 rpm	10.0	205 km/h (127 mph)	since 1995
2.0 16V	I4	1970 cc	110 kW (150 PS) @6200 rpm	187 N·m (138 lb·ft) @4000 rpm	9.0	210 km/h (130 mph)	since 1995
2.0 TD	I4	1929 cc	66 kW (90 PS) @4100 rpm	186 N·m (137 lb·ft) @2500 rpm	13.5	180 km/h (110 mph)
2.5 TD	I4	2500 cc	92 kW (125 PS) @4200 rpm	294 N·m (217 lb·ft) @2000 rpm	10.4	195 km/h (121 mph)

155 TI.Z and GTAZ

Zagato made two special versions of 155. 1993 was introduced 155 TI.Z and 1995 155 GTAZ. Both models had more muscular looking exterior and more power than regular models, the TI.Z had 170 PS (130 kW; 170 hp) Twin Spark engine and GTAZ had the 155 Q4's turbocharged two litre engine now producing 215 PS (158 kW; 212 hp). Both models were built only a limited amount and many of the cars were sent to Japan.

155 in motorsport

Alfa Romeo 155 2.0 TS in Goodwood Festival of Speed (Gabriele Tarquini, 1994 British Touring Car Championship).

Rear view of Alfa Romeo 155 GTA

The 155 was very successful in touring car racing, using the Supertouring-homologated GTA and the V6 TI for the DTM. Between 1992 and 1994, the 155 managed to take the Italian Superturismo championship, the German DTM championship (both with Nicola Larini at the wheel), the Spanish Touring Car Championship (with Adrián Campos), and the British Touring Car Championship (with Gabriele Tarquini). The 155 remained competitive until it was replaced with the 156, finishing third in the DTM (then known as the International Touring Car Championship, or ITC) in 1996 with Alessandro Nannini and winning the Spanish championship again in 1997 with Fabrizio Giovanardi. In 1993 Larini in an Alfa 155 was vice-champion in FIA World Touring Car Cup behind Paul Radisich in a Ford Mondeo. Afterwards, in 2009, it was known that the Mondeo ran that race with an engine 0f 2,200 cc instead of a regular 2,000 cc. The 156 was to continue the high standard set by the 155, winning the European Touring Car Championship multiple times.

155 V6 TI

Alfa Romeo 155 V6 TI DTM 1996 in Turin Automobile Museum.

The Alfa Romeo 155 V6 TI is a racing car that Alfa Corse used starting from 1993 in DTM season(Deutsche Tourenwagen Meisterschaft) racing series. German Schübel Engineering racing team also entered three 1993 spec cars and one 94 spec car on the 1993 season. The 93 spec 155 had Jägermeister sponsorship livery.

The 1993 season was dominated by Nicola Larini winning 11 of 22 races, another driver on that season in Alfa Corse was Alessandro Nannini.

On the 1995 season the team got new sponsorship livery, Martini Racing, on the 96 season one of the drivers were Christian Danner driving Alfa Corse TV Spielfilm team. The 1996 season was the last for Alfa Romeo.

The 1996 version had a 2.5 L 90° V6 engine delivering 490 PS (360 kW; 480 hp) at 11,900 rpm, had a top speed of around 300 kilometres per hour (190 mph) and weighed 1,060 kilograms (2,300 lb).

The Alfa 155 V6 TI did a record of 38 wins (plus 3 other non championship races). The victories were obtained by seven different drivers: 17 (+1) Nicola Larini, 13 (+1) Alessandro Nannini, 2 Stefano Modena, 2 (+1) Christian Danner, 2 Michael Bartels, 1 Kris Nissen and 1 Gabriele Tarquini.

Gallery

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  1st series 155
 
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  155 Q4
 
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  155 Q4
 
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  155 Q4