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Brza, luksuzna i lepa, iako je delila platformu za značajno jeftinijim Fiat, Lancia i Saab modelima, Alfa Romeo 164 je imala sve karakteristike da bude veliki prodajni hit za italijanskog proizvođača vozila.

 

Od ovog automobila se očekivalo ne samo da vrati Alfu Romeo na puteve stare slave, već i da pokvari sve račune popularnim Nemacima koji su dominirali u klasi. Na žalost, u pitanju je poslednja samostalni Alfa Romeo pre nego što je Fiat preuzeo kontrolu nad kompanijom i poslednji Alfa Romeo koja se prodavao u Severnoj Americi. Period 1970tih godina je bio veoma težak za sve proizvođače vozila, zbog novih sigurnosnih standarda i standarda o izduvnim gasovima, ali se pokazao posebno loš za manje evropske proizvođače luksuznih vozila, kao što su Jaguar i Alfa Romeo. Njihova niska proizvodnja bi obično značila da su troškovi proizvodnje visoki pa su takve kompanije teško opstajale čak i kada tržište nije bilo u krizi. Možda najbolji primer je italijanski brend Lancia, koja se našla u toliko velikim dugovima, da je na kraju prodata Fiat grupi 1969. godine. Mnoge kompanije su pokušavale da reše probleme otpuštanjem radnika i saradnjom sa jednako posrnulim proizvođačima vozila.

 

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Popularnost Alfe Romeo je bila najveća tokom kasnih 1960tih godina, mada se ovaj brend nikada nije mogao pohvaliti visokom prodajom. Firma iz Milana je nekoliko puta dobijvala državnu finansijsku pomoć tokom 1930tih godina i od 1948. godine se nalazila pod vlasništvom državne agencije Finmeccanica. Najveća prodaja je zabeležena 1970. godine kada je prodato 109,000 primeraka, što je bio solidan broj, ali i dalje značajno manje u poređenju sa nemačkim rivalima. U želji da poveća prodaju, Alfa Romeo predstavlja model Alfasud ("Južna Alfa") oznakom 1972. godine, a proizvodnja se odvijala u novoj fabrici blizu Napolija. Ovo je bio ne samo prvi kompaktni Alfa Romeo već i prvi model kompanije sa pogonom na prednjim točkovima. Na žalost, loše trenirani radnici nisu bili u stanju da proizvode savremen i napredan automobila, a iako se Alfasud prodavao solidno (893,719 prodatih primeraka do 1984. godine), ipak nije opravdao očekivanja i ostao je upamćen po mnogobrojnim mehaničkim problemima kao i problemima sa rđom.

 

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Ettore Massacesi postaje predsednik kompanije 1978. godine dok je Corrado Innocenti bio njegova zamena. Po samom dolasku, njih dvojica su javno dali obećanja da će Alfa Romeo ponovo da proizvodi profit u roku od četiri godine i zauzimati 11% tržišta luksuznih automobila u Evropi. Jedan od ključnih problema je ležao u neiskorišćavanju fabrika, pa je tako pomenuta fabrika u Napoliju, gde se Alfasud proizvodo, imala godišnji kapacitet za 450,000 vozila iako je iz njega izlazilo tek nešto 200,000 vozila godišnje. Massacesi i Innocenti sklapaju ugovor sa Nissanom, koji počinje da koristi deo fabrike, a do 1982. godine iz nje biva otpuštena čak trećina radnika. Dok je Alfa Romeo imala svoje probleme, nekadašnji rival Lancia nije prolazila kroz ništa bolju situaciju.
 
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Kao što smo pomenuli, Lancia i Autobianchi su postali deo Fiat grupe 1969. godine, a krajem 1970tih godina je počela saradnja sa švedskim gigantom Saab-Scania AB. Upravo su Šveđani u teoriji možda najbliži rival Alfe Romeo, sa "dušom", ali i limitiranim kapitalom i finansijama. Prvi korak partnerstva dve kompanije je Lancia verzija poznatog Autobianchi A112, a 1980 Lancia Delta se na nekim tržištima prodavala i kao Saab-Lancia 600. Švedski proizvođač vozila je zatim počeo rad na novom modelu 900, za koga je želeo da bude bolja alternativa nemačkih rivala, ali je onda saznao da nije u stanju da sam pokrije sve troškove razvoja. U oktobru 1978. godine, Fiat i Saab potpisuju ugovor da razviju novi veliki automobil sa pogonom na prednjim točkovima koji će se prodavati pod Fiat, Lancia i Saab oznakama, a ova platforma će vremenom dobiti ime ''Tipo Quattro''.

 

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Prva tri Tipo Quattro automobila su bila Fiat Croma, Lancia Thema i Saab 9000 i pojavili su se u prodaji 1985. godine. ItalDesign dizajner Giorgetto Giugiaro je uradio generalne crteže, ali je svaka kompanija dodala svoje detalje i u potpunosti razvila enterijer. Sva tri automobila su bila poprilično velika za evropske standarde, sa dužinom od 4,494 mm na šasiji dugačkoj 2,660 mm. Croma i 9000 su bili dostupni samo kao hetčbek sa petoro vrata dok je Lancia, u skladu sa svojom tradicijom, odlučila da ponudi samo sedan sa četvoro vrata. Međutim, iako su delili platformu, sva tri automobila su u stvari delila jako malo delova, a Fiat i Saab će kasnije priznati da nisu uštedeli u onoj meri u kojoj su se nadali. Još jedan veliki problem je ležao u tome što su se sva tri modela borila sa različitim rivalima. Glavni konkurent Theme je bio Mercedes, 9000 se konkurisao sportskim BMW modelima, dok je Croma zauzela poziciju veliki porodičnog sedana u klasi sa Ford Sierrom i Opel Asconom.

 

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U navedenom periodu, inženjeri Alfe Romeo su radili na novom modelu, sa pogonom na zadnjim točkovima, koji je trebao da zameni Alfetta i 6 sedane. Međutim, sa teškom finansijskom situacijom, postalo je jasno da do toga neće doći i, 1982. godine, Massacesi i Innocenti potpisuju ugovor sa Fiatom da kompanija dobije i svoju verziju Tipo Quattro platforme. U oktobru 1985. godine, italijanske novine La Repubblica su objavile detaljnu priču o problemima Alfe. Postalo je jasno da su rana obećanja Massacesia i Innocentia bila previše optimistička, a Finmeccanica počinje da traži novog kupca. Najveće interesovanje je pokazao američki Ford, koji je bio spreman da u roku od pet godina investira čak 1.75 milijardi dolara. Međutim, Finmeccanica objavljuje da će Alfa Romeo ipak biti prodata Fiatu za istu sumu novca i 1. januara, 1987. godine, Alfa Romeo postaje deo Fiat grupe.

 

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Kompanija je odmah usmerena u novu diviziju sa Lancijom pod Alfa Lancia S.p.A oznakom sa ciljem da uštede na troškovima. Tek nedavno se saznalo da nijedna kompanija nije bila oduševljena ovim potezom. Naime, Alfa Romeo i Lancia su bili dugogodišnji rivali, a Fiat takođe nije zaboravio model Alfasud koji je bio namenjen kao direktan rival tržištu koje je bilo najbitnije za najvećeg italijanskog proizvođača vozila. Kada je Fiat konačno preuzeo kompaniju, novi model 164 je već bio spreman za predstavljanje na Tipo Quattro platformi. Međutim, Fiat je odlučio da stopira predstavljanje uz priču da 164 još nije zadovoljio standarde kvaliteta, što je bilo ironično pošto je Croma brzo stekla imidž dosta nekvalitetnog automobila. U svakom slučaju, zvanično predstavljanje je usledilo na salonu automobila u Frankfurtu 1987. godine dok je prodaja startovala na jesen 1988. godine.

 

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To ne samo što je bilo 18 meseci zakašnjenja od originalnog plana, već je na modele sa volanom sa desne strane za tržište Velike Britanije publika morala da čeka dodatnih godinu dana. Za razliku od prva tri Tipo Quattro automobila koje je dizajnirao Giugiaro, 164 je dizajnirala poznata kuća Pininfarina najviše radi imidža. Između dve firme će kasnije doći do velikih problema kada će Alfa Romeo tvrditi da Peugeot 605, koga je takođe dizajnirala Pininfarina, previše liči na 164. U svakom slučaju, kada se pojavio u prodaji, 164 je sigurno bio najlepši i aerodinamičniji od svih Tipo Quattro automobila. Sa prepoznatljivom Alfa Romeo maskom i prelepim enterijerom, mnogi su nagoveštavali da su krizne godine kompanije prošle i da povratak stare slave sledi. Pored svog prelepog dizajna, 164 je imao i odlične performance. Ponuda je startovala sa parom poznatih 2.0L motora, sa 144KS i 175KS, ali je najviše pažnje privukao novi V6 motor sa 200KS.

 

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To je bilo dovoljno za ubrzanje do 100 km/h za ispod sedam sekundi i maksimalnu brzinu od 230 km/h, a na uporednim testovima protiv rivala kao što su BMW 530i i Jaguar XJ6, italijanski predstavnik je sa lakoćom pobeđivao. Međutim, pored svih pozitivnih karakteristika, 164 je imao i određene mane. Završna obrada nije bila ni u rangu japanskih rivala, a posebno ne nemačkih dok je elektronika često zadavala glavobolje vlasnicima. Godinu dana posle debija u Evropi, 164 stiže i u Severnu Ameriku. Rani plan kompanije je bio da u saradnji sa partnerom Chryslerom prodaje automobile na ovom tržištu, ali su se Amerikanci povukli u poslednjem momentu iz nezadovoljstva što je proizvodnja kasnila. Alfa Romeo je u tom momentu imala samo dva modela u Americi, i to zastareli Spyder kabriolet i nekvalitetni Milano sedan, a kada se Chrysler povukao iz cele priče, kompanija je upala u još težu krizu.

 

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Dodatni problem tokom kasnih 1980tih godina je predstavljala i konkurencija. Pored standardno dobro prodavanih domaćih Cadillaca i Lincolna, prodaja Mercedesa i BMW-a je takođe eksplodirala, a u celu priču su se uskoro uključili i Japanci sa Lexus, Acura i Infiniti modelima. Do 1990. godine, prodaja Alfe Romeo na ovom tržištu pada na samo 3,500 vozila godišnje, a predsednik američke divizije Darrell Davis najavljuje da je kompaniji očajnički potreban uspešan model da preokrene situaciju. Na žalost, 164 nije bio taj model iako konkurencija nije bila preterano velika i uglavnom se zasnivala na Audi 100 i Acura Legend. Na papiru, 164 je bio jednako dobar automobil, a pri tom udobniji i sa više stila. Međutim, glavni razlog je ležao u jako malom broju salona i limitiranom marketingu, a pri tom, za gotovo identičan novac, kupac je mogao da dobije i novi Lexus LS400 sa V8 motorom i japanskim kvalitetom. Iz navedenog razloga, 1990. godine samo 1.549 primerka su pronašli kupce. Sledeće godine prodaja se nešto poboljšala na 2.155 vozila, da bi 1992. godine ponovo pala - na 1.721 vozila.

 

Do tada Fiat je bio spreman da se preda. Fiat i Lancia brendovi su se povukli iz Severne Amerike još tokom 1980tih godina i nisu želeli da investiraju dodatni novac u Alfa Romeo modele. U periodu od 1993-1995. godine, samo 1,484 164-ke su pronašle kupce, a ovo je ujedno bila poslednja godina brenda u Severnoj Americi. Međutim, situacija nije bila potpuno crna. Američki kupci su mogli da dobiju 164 sa 3.0L V6 motorom sa 228KS, koji je prenosio snagu na sva četiri točka preko šestostepenog manuelnog menjača, i pružao maksimalnu brzinu od impresivnih 245 km/h. Sa druge strane okeana, najjači motor je i dalje bio 2.0L turbo sa 202KS, a na ovom tržištu 164 je dobio i prve mehaničke promene u vidu novih branika početkom 1990tih godina.

 

I pored svih problema, Fiat je uspeo da poveća prodaju Alfe Romeo na 225.000 primeraka 1989. godine, ali je ona opet pala na 110.000 vozila četiri godine kasnije i na tom nivou se drži do današnjeg dana. 164 će opstati u proizvodnji do juna 1997. godine i nadmašiće Cromu i Themu. Sa ukupno 273.857 proizvedenih primeraka, ovaj automobil se nikako ne može smatrati neuspehom, mada je broj značajno manji od planova kompanije. Sa druge strane, Saab 9000 se prodao u značajno boljih 503.087 primeraka, što nam govori da je limitirani marketing, mali broj salona i loša reputacija iz prošlosti ključni razlog neuspeha. Zamena za 164 je bio model 166, ali ni on nije opravdao očekivanja, iako je imao atraktivan dizajn i proverenu mehaniku.

 

Danas je Alfa Romeo senka nekadašnje kompanije, mada se čini da situacija konačno ide na bolje. Naime, Fiat je nedavno postao vlasnik Chryslera i dobio pristup njegovim keš rezervama, što znači da bi se ponuda uskoro mogla proširiti. U svakom slučaju, 164 ostaje u istoriji kao poslednji model samostalne Alfe Romeo, a iako nije opravdao očekivanja, danas svakako privlači mnogo pažnje. On je posebno cenjen u Severnoj Americi gde je jedan od najređih automobila, a prethodnih godina njegova popularnost raste i na ostalim tržištima.

 

Autor: Talladega

 

 

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http://ateupwithmotor.com/model-histories/alfa-romeo-164-type-four-cars/


164 Version  

Total number 2.0 and 2.0 Super 1987- 6/30/1996 158,057

3.0 V6, 3.0 V6 Super and 3.0 4x4 1987- 6/30/1996 69,748

2.5 turbodiesel and 2.5 Super turbodiesel 1987- 6/30/1996 45,602
 
164s in North America  

 

1990  1549

19 91 2155

1992  1721

1993    713

1994    357

1995    414 
 

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Story and photography by Roberto Motta, archive photography by Automobilismo Storico Alfa Romeo Centro Documentazione

The history of the 164 Pro-Car has its origin in 1985, when Alfa Romeo decided to return to Formula 1 World Championship, and the management decided that they would build a new 3.5 liter engine, which would be installed in the French F1 Ligier.

At this time, Pino D’Agostino, one of the world’s most famous engineers, was convinced that it was possible to balance a 72 degree V10 engine. He reasoned that if 8 cylinders had been the best engine in the Formula 3000, a V10 would be the best engine for the new Formula 1. After receiving the necessary authorization, in November 1985 the V10 project officially began.

 

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Engineer D’Agostino was the head of this project and had a great team: Bodini, Bordoni, Flor, Giani, Mazzoleni, Rossetti, Teruzzi and Turina. In an amazingly short time, the Alfa Romeo V1035 (10 cylinders, 3.5 liters) engine became the first modern F1 V10 engine (Honda presented a model of the engine only one month after the introduction of the Italian V10 while Renault produced its V10 the following year).

On 1st July 1986, the V10 engine was started for the first time, and developed 583hp. Thanks to its technical parameters, which are still used in Formula 1 engines, the Alfa V10 became the reference point for other project managers.

 

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Technically the 10 cylinders are formed by two banks of five with an opening of 72°, the block is in aluminum-silicon alloy. The connecting rods are titanium, moulded pistons with high density silicon, with two ring segments, and are cooled with oil jets. Initially, the heads featured four valves per cylinder but later the engine was equipped with five valves per cylinder. The valves are titanium, activated by spring in tappets, action is transmitted to the valves by four camshafts with phase variations, two for each head. A titanium flywheel was connected to the crankshaft. In its last version, the fantastic V10 Alfa Romeo engine produced 620hbp at 13300rpm, with a max torque of 39kgm at 9500rpm.

 

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Unfortunately, some time later, Vittorio Ghidella (Fiat's General Manager) broke off the relationship with Ligier and the dream of returning to F1 with the Alfa Romeo engine vanished.

For some time the V10 remained abandoned in an corner of the workshop, then, some time later, the top management of the Fiat group decided to use the V10 for their new program, the Pro-Car project.

 

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The Pro-Car (or Production Car) series was a formula for competition cars designed to look exactly like the version of the standard road car. But these were to be hot rods--perhaps more like Funny Cars, which could use the mechanics and technical solutions that derived from F1, thanks to the regulations which permitted a lot of freedom in the construction.

Among the few restrictions contemplated by the regulations; the car could had a weight no less that 750kg (1650 lbs) and the use of a 3500cc engine with no more than 12 cylinders (the last clause of the regulations was a way to involve the big car companies in the supply of engines destined to F1). It was expected that major companies would participate in the Pro Car series because of the high tech nature and obvious advertising opportunities, given that the series would have featured all-out racing cars, yet that had a bodywork exactly like the standard cars.

Alfa Romeo now had a fantastic V10 engine but would have had to develop a new, rigid and lightweight chassis. That problem was solved by giving Brabham the order to construct a chassis composed of a central cell with beehive structure, realized in Nomex aluminum and covered in carbon fiber panels. The choice of the Brabham factory made use of a synergy which had already existed since the mid-1970’s, when the Milanese company supplied “boxer” engines for the F1 BT45, and from the fact that the English factory had a great deal of experience in the field of composite materials.

 

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After many technical meetings, fifteen engines and two cars were completed by September 1988. One these cars was given to Giorgio Francia for a test on the private track of Balocco. Francia tested the car about ten days before the Italian Grand Prix and was impressed by the speed and the acceleration of the car, which also demonstrated that it was well balanced. During the tests, the 164 Pro-Car reached a top speed of 340km/h, (211 mph) and was possible to drive a quarter of a mile in only 9.7 seconds, and to reach one kilometer from a stop took 17.5 seconds.

A few days later, 9th September 1988, during the weekend dedicated to the Italian Grand Prix, the 164 Pro-Car made its debut into society on the Monza track. It was an exceptional debut, just a few unforgettable laps, but which showed all the potential of a fantastic car. Driven by Brabham driver Riccardo Patrese, it reached a speed of 329 km/h, a speed much higher than that reached by the F1 cars entered in the Grand Prix! It was an impressive debut; in which the performance was easy reached, thanks to aerodynamics that had a CX value much less than that of a single seater.

 

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Unfortunately this was the only ‘dance’ for the 164 Pro-Car, for aside from Alfa, there was no other company which was willing to take the risk and front the costs for developing a car for the championship. The Pro-Car series never got underway, and the 164 Pro-Car became a research laboratory. A championship similar to the Pro-Car series was held only years later, called World Touring Championship ITC. Alfa Romeo, Mercedes and GM-Opel developed cars which were so interesting that they almost overshadowed the F1 Championship, with the consequence that the FIA cancelled the very popular World Touring Car Championship.

Today, the fantastic Alfa 164 V10 can be see at Museo Alfa Romeo in Arese. 

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Vrlo lepi tekstovi :thumbup: , u secanju mi je ostala kada sa pojavila, a secam se takodje da su te i naredne godine titulu automobila godine odneli Opel Omega, pa Peugeot 405.

Fascinantno, ali pogledajte kako i posle skoro 30 godina ovo zvuci tako poznato:

Od ovog automobila se očekivalo ne samo da vrati Alfu Romeo na puteve stare slave, već i da pokvari sve račune popularnim Nemacima koji su dominirali u klasi. Na žalost...
 
Međutim, pored svih pozitivnih karakteristika, 164 je imao i određene mane. Završna obrada nije bila ni u rangu japanskih rivala, a posebno ne nemačkih dok je elektronika često zadavala glavobolje vlasnicima

 

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Alfa Romeo 164 u Top Gear-u:

 

 

 

Alfa Romeo 164 proces proizvodnje:

 

 

Presek kroz auto:

 

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Presek kroz Twin Spark:

 

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Podvozje:

 

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Alfa Romeo 164 – istorijat i modeli
 

Alfa Romeo 164 je automobil visoke klase koji se pojavio prvi put na frankfurtskom salonu automobila davne 1987. godine, kao naslednik modela kao što su Alfa 6, 90 i Alfetta, i u raznim verzijama i varijacijama se proizvodio sve do 1998. godine kada na scenu stupa novi model pod nazivom 166. Na azijskom tržištu ovaj model automobila nosio je oznaku 168 zbog toga što u kineskoj kulturi broj 164 ima jako lošu konotaciju dok je 168 ima sasvim suprotno značenje. Mnogo pre navedene 1987. godine započela je saga o modelu 164. Naime još 1983. je počelo da se razmišlja o ovom modelu i tada je pokrenut projekat da bi već 1985. godine počelo testiranje u ekstremnim klimatskim uslovima Afrike i Švedske. Ovo je poslednji model koji je razvijen dok je još Alfa Romeo bila nezavisna marka, takođe ovaj model je prva velika Alfa sa pogonom na prednjim točkovima. Posebno je zanimljivo da je 164 poslednji model AR koji se prodavao na američkom tržištu i to isključivo sa V6 motorima. Za dizajn ovog automobila bio je zadužen slavni Pininfarina, kratko nakon što je uradio dizajn Ferrarijevog modela Testarossa. Pažljivijim posmatranjem moguće je uočiti da 164 deli neka idejna rešenja sa Testarossom. Alfa 164 deli svoju kompjuterski dizajniranu platformu sa automobilima Lancia Thema, Fiat Croma i SAAB 9000. Kako je ovaj model poslednji od navedenih koji se pojavio na toj platformi ima najniži profil, najaerodinamičniji je i za njega je posebno razvijeno prednje vešanje. Smatra se da je 164 prva od tehnološki naprednih Alfi i da je tehnološki i dizajnerski prethodnik svih Alfinih modela do današnjih dana.

 

Sa modelom 164 Alfa Romeo je po prvi put nakon mnogo godina uspeo da napravi iskorak u kvalitetu izrade. Novi, galvanizovani, čelični ram i delovi karoserije su konačno rešili probleme koje su imali prethodni modeli sa brzom pojavom rđe. Alfa Romeo 164 je bio u to vreme veoma napredan automobil koji je donosio tehnologije kao što je automatski klima uređaj kao i elektronski upravljano vešanje koje se prilagođavalo uslovima puta pa je predstavljalo idealan kompromis između sportskog i udobnog vešanja. Motori koji su se ugrađivali u 164 spadaju takođe u sam vrh tehnologije u to vreme. Neki od tih motora su se kasnije dugo ugrađivali u nove modele Alfa Romea. Tokom razvoja modela 164 Alfa Romeo je postavio neke standarde koje su kasnije prihvatili mnogi drugi svetski proizvođači. Kao primer zanimljivo je navesti sledeće činjenice: · Motori su testirani na preko milion kilometara u najsurovijim klimatskim uslovima · Godine 1986. i 1987. Prvih 150 primeraka je testirano i premašili su sve Alfine modele iz prošlosti po mnogo čemu · U Maroku je testirana udobnost putnika i vozača u najrazličitijim uslovima eksploatacije i ta merenja su pokazala da je 164 izuzetno superioran automobil po tom pitanju · Testirana je čak i elektromagnetna stabilnost automobila što nije bilo uobičajeno u to vreme ali je bilo vrlo opravdano obzirom na gomile elektičnih i elektronskih komponenti koje su se ugrađivale u 164 · Motori su testirani do uništenja i pokazalo se da je Twin Spark najizdržljiviji i sa najdužim mogućim vekom eksploatacije u to vreme. Za V6 motore se pokazalo da imaju svega 10% kraći radni vek u odnosu na neuništivi TS Modeli (varijacije)

 

Prvobitni model 164 se isporučivao sa nekoliko motora od kojih je najslabiji među benzincima bio Twin Spark 8v sa 1962 ccm i 145 (kat)-148 KS i ubrzanjem od oko 9,2 s do 100 km/h. Twin Spark je preuzet iz modela 75 i specifičan je po tome što ima dve svećice po cilindru što mu je u to vreme donosilo solidnu prednost u snazi u odnosu na konkurentske atmo motore. Maksimalna brzina bila je 205-210 km/h.

Drugi po snazi bio je četvorocilindrični, redni turbo motor od 1995 ccm i 175 KS sa ubrzanjem od čak 7,2s i maksimalnom brzinom od 220 km/h. Isti taj motor se ugrađivao u modele Lancie Delta i Thema. Godine 1991. je urađen blagi, skoro neprimetan, redizajn ovog modela (oznaka modela je sada na levoj strani poklopca prtljažnika, novi dizajn presvlaka, novi prekidači prozora, poboljšano upravljanje klimom i promenjen smeštaj nekih prekidača u enterijeru, niže smešten motor radi nižeg težišta, promene na vešanju i volanu i povećani točkovi (195/65/15)), izbačen je iz upotrebe redni turbo motor i umesto njega počeo je da se ugrađuje V6 turbo od 205(kat)-210KS i 1997 ccm, ubrzanjem od 0-100 za 7,7s i maksimalnom brzinom od 240 km/h. Jedini dizel motor koji se ugrađivao u model 164 je 2.5 TD sa 117 i kasniji model od 125 KS, ubrzanjem od oko 11s do 100 i maksimalnom brzinom od oko 200 km/h. Najveći tadašnji motor je bio atmosferski 3.0 V6 12v koji je razvijao 184 (kat) i 192 KS, imao ubrzanje od 8,1 s do 100 i razvijao maksimalnu brzinu od 230 km/h.

 

Godine 1990. Predstavljena je poseba verzija Alfe 164 pod nazivom Qudrofoglioverde ili skraćeno QV. Ovaj model je poseban po tome što ima blago pojačan 3.0 V6 12v motor koji sada ima 200 KS, ubrzanje od 7,7s i maksimalnu brzinu od 237 km/h. Pored motora posebnost se ogleda i u vrhunskoj opremi koja je išla u ovaj automobil. Oprema je podrazumevala digitalni klima uređaj, sportska kožna sedišta, kožni volan i „kačket“ iznad instrument table opšiveni crvenim koncem, drugačiji pragovi, spušteni branici, elektronsko podešavanje tvrdoće amortizera i još dosta toga. Kasnije QV dobija 3.0 V6 24v motor od 232 KS sa kojim ubrzava od 0 do 100 za 7,7s i ima maksimalnu brzinu od čak 245 km/h.

 

Godina 1993. je bila od dvostrukog značaja za ovaj model. Prva velika stvar je pojavljivanje modela Q4 koji je napravljen na bazi modela QV ali sa pogonom na sva 4 točka i pojačanim 3.0 V6 motorom koji je sada dobio još 12 ventila i snagu od čak 232KS, ubrzanje od 7,7s i maksimalnu brzinu od 240 km/h. Q4 pogon pod nazivom Visomatic je razvijen u saradnji sa austrijskom kućom Steyr-Puch i bio je među najboljim pogonima te vrste u to vreme na svetu. Drugi važan događaj bio je tzv. veliki redizajn modela. Od tog trenutka model nosi ime 164 Super i na njemu je promenjeno mnogo toga. Počevši od branika, retrovizora, hromiranih lajsni, preko enterijera, farova i unapređenih motora. Jedno vreme modeli TS, 2.5TD i 3.0 V6 12v su se pravili sa restilizovanim enterijerom i novim farovima ali sa starom šasijom, međutim i oni su ubrzo prebačeni u Super varijantu. Zanimljivo je da Super nije nikada predstavljen ni u QV ni u Q4 varijanti. Super 164 modeli su imali nešto slabije performanse od svojih prethodnika zbog primetno veće mase vozila. U najekskluzivnije primerke ugrađuje se unapređeni 3.0 V6 sa 24 ventila ali sa 210 KS nešto je slabiji od istog motora koji se ugrađivao u QV i Q4.

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Buyers Guide Alfa Romeo 164

Introduction 

The Alfa Romeo 164 was introduced to the italian market in 1987. It was the first car which appeared on the market after Alfa Romeo was taken over by Fiat. It was also the first consequently developed upper-class limousine from Alfa Romeo.

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The Alfa Romeo 164 3.0 V6 from 1988

 

The basic concept of the 164, internally called Tipo 4, was developed together with Fiat/Lancia and Saab before Alfa was taken over by Fiat. However, the first official deliveries in Germany started at the beginning of 1988. Alfa Romeo and the mother company Fiat wanted to solve all minor technical problems of the new model and raise the quality to an adequate standard. After all, the 164 should ensure the economic survival of Alfa Romeo for the future. 

The coachwork designed by Pininfarina, shows an ageless and elegant formed body with a low front which softly rises into a fashionable high rear end. 

 

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The Alfa Romeo 164 QV from 1990

 

Besides the well known 3.0 l V6 SOHC engine with 184 bhp (192 bhp without 3 way cat), Alfa offered the 2.0 l DOHC-TwinSpark with 143 bhp which was also in the Alfa 75 (introduced 1987) and a 2.5 l 4-cylinder turbocharged Diesel engine with 110 bhp, which was bought from the former Italian public enterprise VM. The 2.0 l DOHC 4-cylinder turbo-engine with 175 bhp which was "borrowed" from the Lancia Thema, this was in fact based like the 164 on the Tipo 4 platform and played no great role in Germany. This engine complemented the engine range. 

Model history 

Additional to the 1991 model the 164 QV (Quadrofoglio Verde - cloverleaf) was introduced as the top model. It was equipped with a tuned up 200 bhp version of the 3.0 V6 engine. 

1991 a new 2.0 l SOHC V6 turbo-engine with 204 bhp was introduced to the market, superseding the 4-cylinder turbo-engine. On all 1991 models the geometry of the front axle had been improved to avoid driving forces affecting the steering system. 

1993 the "Super"-models have been launched. Besides a thorough face lift - internal and external - the new 24 V engines were introduced. These engines based on the SOHC V6, but had 4 valves per cylinder and two overhead camshafts for each cylinder bank. The power output was 210 bhp. 

 

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The Alfa Romeo 164 Super 3.0 24 V from 1993

 

The QV-models also were equipped with the above mentioned engine. Again, as with the first 164 QV's, a tuned up version of the engine was used. The QV's reached a max power output of 234 bhp. 

 

kb164_164qv93.jpg 

The Alfa Romeo 164 QV 24 V from 1993

 

The basic models were produced with the original model names for another year. They had exactly the same standard as the Super models, but were not equipped with the 24 V engines. The 24 V engines were only available in the Super models. You can clearly spot these models, internally called 164 "FL" (where FL stands for Facelift), by the special DE-projection-headlamps. 

 

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The Alfa Romeo 164 with the Facelift from 1993

 

To reach a lower "emission classification" the 3.0 litre V6 12V engine became a new engine software, which reduced the power output from 184 bhp to 180 bhp. In many countries the technical authorities measure the cars emissions before permission to import or sell cars of the tested type is issued. A major factor is how much hydrocarbon and carbon monoxide an engine produces through the tested rev range. According the measured figures a car is classified and therfore emission classification numbers are used as references. Maybe you've heared about the "Euro 3" or "Euro 4" norms, which are in fact the latest two emission classification references in Europe. 

In 1994 the production of the basic models had been ended. From that date on only the Super models, the top models "QV" and the newly introduced "Q4" were produced. At the same time the turbocharged engine was slightly modified lowering the power output to 201 bhp. The Diesel engine, still supplied by VM was tuned up and now had a power output of 120 bhp and slightly improved torque. 

 

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The Alfa Romeo 164 Super V6 TB from 1994

 

>From now on the absolute top model was the 164 Q4. This model based on the 164 QV was equipped with a Getrag-6(!)-speed gearbox and had permanent all-wheel drive. 

 

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The Alfa Romeo 164 Q4 from 1994

 

Coachwork 

The complete body was based on the "Tipo 4 platform" which was also the platform for Fiat Chroma, Lancia Thema and the Saab 9000. 

Only the very early models had some problems with rust. Mainly in the wheel well area around the plastic covered inner fenders, the trunk lid, the waterdrains of the windscreen, rear window and the optional sliding roof. 

Thanks to a partly galvanized body the 164 is very well protected against corrosion. Among other things the unprotected rubber seals of the door apertures suffer when people step on them whilst getting in or out of the car. 

The outside rear view mirrors of the pre Super models up till 1993 suffered from the salt which is used in German winters to de-ice the roads and the light alloy often shows pitting. 

Sometimes it happens that scruffy Super models have the same problems. 

A further problem is chipped paint on the hood caused by grit or gravel or when the clear varnish peels off. 

Generally these are more or less optical defects, as long as grit and gravel only cause damage to the varnish or clear varnish coat the metal will not corrode. 

Some of the earlier models had problems with leaky head- and foglamps. 

The fresh air inlet for the heating-blower is located behind the splashboard, underneath the thin plasticcover. Due to the necessary openings in the plastic cover it can happen that foliage, leaves, dirt, everything that flies up from the roadsurface and water choke the water drains. If these drains are clogged then you'll have a nice and damp biotope, which after a few years will ruin even the best galvanized panels. 

Mechanics 

Engines 

It's well known that well treated and regularly serviced Alfa engines have a very long life. We just want to talk about the "real" Alfa engines. The turbo charged 4 cylinder engines don't play a role in Germany. We won't talk much about the turbo-charged Diesel engines as we have no information that can be of use for you.If you have any problems then you can contact your nearest Chrysler workshop as VM is now owned by the Daimler-Chrysler AG.The Turbo Diesel is to be found in the Cherokee and Voyager.

The TwinSpark 4 Cylinder 

As a result of the weak financial background, Alfa Romeo unlike their competitors, could not afford to develop a 4 cylinder engine with a 16-valve cylinderhead. So Alfa thought back to the "good ol' times" of the GTA era. At that time Alfa earned remarkable motor sports results against much stronger competitors, using a conventional 8-valve cylinderhead equipped with two spark plugs per cylinder and the legendary dual ignition system. The so called TwinSpark system. 

The basis for the TwinSpark engine is nothing else than the well known standard DOHC-engine. Compared to the standard DOHC-engine the TwinSpark's cylinderhead has a considerably narrower valve angle. The dual (twin) ignition system consits of 8 spark plugs, 2 ignition systems and the Motronic ( a black box responsible for ignition timing/fuel-injection, etc.). The Motronic controls a lot of different engine parameters and governs the exact firing of each spark plug by sending signals to the ignition-systems. The two spark plugs in the particular cylinder fire slightly offset. 

In comparison to other engines the TS-engine with only 8 valves has quite a high performance. This is not only due to the dual ignition system alone. Another innovative invention of Alfa Romeo is responsible for a major power increase. The patented "VIVT-System" (Variable Inlet Valve Timing). The VIVT-system allows a variable valve timing, by moving the inlet cam shaft forward or backward. This means that the inlet valves open or close either ealier or later. This guarantees an optimum cylinder charge and high torque through the whole rev-range. 

The VIVT-system already has proven itself, as it was used in the first, Motronic-equipped, injection-engines of the Alfetta series. 

Known defects on this specific engine are burned out pistons, mainly caused by the use of spark plugs with the wrong temperature range. Burned out exhaust valves caused by the same reason may also appear. Wrong valve clearence, especially when the gap tolerance is too low, may also cause burned out valves. A weak point are the two ignition distributors, as the ignition rotors are bonded with the distributor shafts. Officially there are only complete ignition distributor assemblies available, costing around Ђ 180.- per unit. The Bosch reference number is 123433 2370 R1. 

Thank god that the engines of the "Super"-types don't have this specific problem. These engines are, like the V6-engines of the last few model years, equipped with an electronic coil-ignition system without distributor, rotor and cap. 

Otherwise well kept TwinSpark engines are known for their longevity. One imprortant thing is, that these engines due to their huge amount of coolant, need to be treated carefully when cold. You never should demand the engines full power or rev it to the limit before it has reached its operating temperature. 

 

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Cutaway drawing of the Twinspark 4 cylinder

 

Der V6-Motor 

The V6 engine is based on the 2.5 litre engine that was introduced with the Alfa 6 and the GTV 6. 

These engines can reach a very high mileage with good care and regular servicing. 

Concerning periodical servicing, here exists a weak point. The belt-driven camshafts, this belt has to be replaced every 60000 km. The official service and maintenance guide specifies a limit of 80000 to 120000 km, an earlier replacement is cheaper than a complete engine breakdown caused by a torn belt. If you're in doubt cause the verification that the belt has been replaced (i.e. a service booklet and/or invoice) is missing, we strongly recommend that you at once make an appointment with your workshop and have the belt replaced. During that work the valve clearance can be checked and adjusted if necessary.

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The V6 24V engine

 

Below you can see how some parts of above mentioned engine look like when one delays the replacement of the timing belt:

kb164_zahnriemen1.jpg 

This is what a ripped belt looks like.....

 

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......and here the valves

 

Another weak spot which especially affects the older models is the timing belt tensioner. On all models before 1995, it is a hydraulic tensioner. As the oil channel between the tensioner and the engine is never hundred percent tight, it is possible that oil leaks out. The leaked oil can damage the belt and will be sprayed all over the engine making a nice mess. However, there are conversion kits available which are mechanically operated, similar to the tensioners from the later models. 

Defective waterpumps are often to be found on early models until 1990. As the timing belt has to be disassembled when replacing the waterpump, this is quite an expensive job, one should insist that in addition to the replacement of the waterpump the timing belt be replaced too.

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Cutaway drawing of the V6 12 V

 

It can happen that the turbo engine's turbocharger can be faulty. This is easily noticed by listening for strange noises and/or feeling of a decrease in power.

kb164_v6_tb_cut.jpg 

Cutaway drawing of the V6 Turbo

 

On all V6 engines it can sometimes happen that the sealing rings between valve covers and spark plug boreholes start to leak. The raised oil dust from the valve gear will then appear within the sparkplug boreholes and around the spark plugs seats. This problem can quickly be solved by installing new valve cover seals and sealing rings. By the way, the valve cover seal of the forward cylinder bank is, due to the construction, much easier to replace than the seal from the rear cylinder head cover. 

Engines in general 

Like all cars which have transverse mounted front engines, the 164's have due to the construction some weak points, which are easily solved but can sometimes be the reason for trouble. The rubber mountings of the engine wear out quickly, caused by the engine movement forces when accelerating or decelerating. This means when one accelerates the engine moves backward along the roll axis, when decelarting the engine moves back forward. This also causes damage on the flexible exhaust tubes. On the upper engine mounts only the rubber mountings wear out, but they are easy to replace. It's a different story with the flexible exhaust pipes. If they have to be replaced it is necessary to change the whole pipe leading from the exhaust manifold to the cat. The bolts which hold the cat and pipe together are always rusty and need lots of rust remover. If that does not work it is sometimes helpful to heat the bolts with a welding torch. 

A general problem of the Alfa engines with the overhead cams are the valve tappets and the camshafts. Tappets and cams on engines with high mileage often show wear. Too much wear causes pointed cam profiles, resulting in a reduced maximum engine power. If this happens the camshafts and all valve tappets have to be replaced. One camshaft for the 6-cylinder engine costs approx. Ђ 307.- (excluding costs for installation). Ђ 154.- for the 4-cylinder camshaft sound like a bargain. If during the inspection of the valve clearence it turns out that the tappets show wear, camshafts and tappets should be replaced, which will reduce costs as all the work has only to be done once.A general problem of the Alfa engines with the overhead cams are the valve tappets and the camshafts. Tappets and cams on engines with high mileage often show wear. Too much wear causes pointed cam profiles, resulting in a reduced maximum engine power. If this happens the camshafts and all valve tappets have to be replaced. One camshaft for the 6-cylinder engine costs approx. Ђ 307.- (excluding costs for installation). Ђ 154.- for the 4-cylinder camshaft sound like a bargain. If during the inspection of the valve clearence it turns out that the tappets show wear, camshafts and tappets should be replaced, which will reduce costs as all the work has only to be done once. 

Since 1993 all V6-engines are equipped with selfadjusting, hydraulic valve tappets. The engine oilpressure automatically adjusts the gap between cams and tappets (valve clearance). Therfore this system is called maintenance free. Even with this system defects can happen, there is a rattling noise coming from the valve cover when the engine is warm (operating temperature or higher). If this happens, one or more of the hydraulic tappets are defective. With cold engine a short rattling noise is normal as it takes a little time until the oilpressure inside the tappets rises. 

The quality of the pistons from Alfa Romeo's supplier Borgo sometimes just can't deliver the goods, especially when the engines are knocking on. The quality of these parts was getting better as the years went by, but experts talk about a replacement of these parts after 60000 km, as they supposedly could be worn out. 

Replacement pistons for the 4-cylinder engines are available from Mahle. Unfortunately the kits (pistons/liners) cost Ђ 512.-, which is almost double the price Alfa would charge for the stock Borgo parts. 

Unfortunately Mahle produces no stock pistons for the 6-cylinder engines. Mondial, a subsidiary company of Mahle, can supply piston/liner-kits off adequate quality for both the 4-cylinder engines as well as the 6-cylinder engines. Experts say that they are still not satisfied, as far as quality is concerned. 

A problem of all engines with high mileages are the cylinder heads or better the valve guides and valve seals. If these are worn out the oil consumption can be very high. According to Alfa Romeo an oil consumption of 1 litre per 1000 km is acceptable and rated as "normal". 

Due to the construction of the Alfa Romeo engines it's a relatively easy job to perform a complete engine overhaul. 

As the prices for man-hours differ extremely from workshop to workshop we can not provide any exact figures. 

Using parts catalogues from different parts suppliers, we registered the most important parts one needs for an engine overhaul and put our records in the spreadsheet you will find below. If one wants to do an engine overhaul, it is important to compare prices and if possible the quality of the required parts. 

 

Spare Parts Price List (Engine)

 

Sparepart/ Engine Type

(all Prices in Euro - Ђ) 2.0 TS 3.0 V6 12V 3.0 V6 24V 2.0 V6 TB Crankshaft (new) 921.- 1.125,- 1.125,- 1.279,- Crankshaft

(replacement,with bearings) 358,- 614,- 614,- 614,- Bearing Kit 72,- 97,- 97,- 97,- Piston/Liner-Kit         - Borgo 294,- 506,- 506,- 588,- - Mahle 486,- -- -- -- - Mondial 312,- 537,- 537,- 693,- Camshaft-Kit

(complete)         - Standard 307,- 409,- 819,- 409,- - Tuning 409,- 665,- 1.790,- 1.023,- Oil Pump 123,- 164,- 164,- 179,- Timing Belt -- 33,- 43,- 33,- Timing Chain         - short 15,- -- -- -- - long 26,- -- -- -- Belt Tensioner -- 256,- 256,- 256,- Gasket Kits         - Engine 102,- 199,- 199,- 199,- - Cylinder Head 90,- 148,- 148,- 148,- Water Pump 77,- 128,- 128,- 128,- Radiator 246,- 266,- 266,- 266,- Exhaust Manifold (each) 138,- 159,- 179,- -- Catalytic Converter 818,- 818,- 946,- 818,- Exhaust from Cat to rear end 256,- 256,- 358,- 256,- Turbo Charger (replacement) -- -- -- 962,- Cylinder Head (replacement) 818,- (pro Seite)

767,- (pro Seite)

1.243,- (pro Seite)

767,- Replacement Engine (without Cylinder Head)         kopf) 1.893,- 2.506,- 2.711,- 2.506,- Replacement Engine (complete, excl. Alternator, Starter Motor, etc.) 2.522,- 3.274,- 3.990,- 3.274,-

Gearboxes 

Manual Gearbox 

The manual gearbox of the 164 come from FIAT's production line. An exception is the 6-speed box from the 4-wheel-driven-164 Q4, coming from the German company Getrag. The durability of the standard transmissions of the models until 1993 suffer from bearing failiure, they have bearings with plastic bearing cages. These wear out faster-than-average. In the majority of cases one can hear a whining noise in the first three gears. First one can hear it only when the car is overrunning the engine, when the problem advances one can hear it also under power. A repair will cost approx. Ђ 768.-. A new transmission is available for approx. Ђ 1535.-.

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Sectional drawing of the manual transmisson

 

All Wheel Drive 

Due to the fact that the Q4-transmission is a rarity, maintenance and/or replacement is expensive. To check and fill up the transmission and the differential units takes quite a lot of time and each unit needs a different gear oil. It is to suppose that a missing or incomplete service-booklet indicates that neither the transmission nor the differential units have been serviced. Repairs on the all-wheel-drive system are extremely expensive, which for sure is a reason that especially the 164 Q4's are traded at relatively low prices.

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Schematical drawing of the all-wheel-drive of the 164 Q4

 

Automatic Gearbox 

The automatic gearbox used in the Alfa 164 comes from ZF. We never heared about problems with it. As with all automatic transmissions it is of major importance to check the oil level periodically. Also a complete oil change should be done regularly. Only ATF (Autom.Transmission Fluid) is allowed to be used in automatic transmissions. If you are changing the oil, one should change the ATF-filter as well.

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Sectional drawing of the ZF- automatic gearbox

 

Chassis/ Suspension 

The weakest point concerning the otherwise perfect suspension of the 164 are the silent-bloc mounts of the front- and rear suspension. The best indication of worn out rubber-mounts is the spongy road behaviour. Unfortunately the rubber-mounts can only be replaced together with the corresponding rods. Spares are available through Alfa Romeo. The front wishbones together with the steering knuckel pins for the steering knuckle cost approx. Ђ 179.- each. The rear longitudinal control arms are available for approx. Ђ 72.- per unit. 

The british supplier SuperFlex offers polyurethane bushes for the front wishbones, but from Germany there are no references or information available. 

Generally it can be said that here too the bushes and rods should be replaced after 60000 km. 

On older 164's (especially models till 1992) it can happen that the lower spring retainer almost rusts away. If corrosion is that intense it could happen that the retainer brakes away under load, the car will then, be extremely lowered either on one side or in the worst of cases on both sides ;-). For this repair it is necessary to uninstall and disassemble the complete shock-strut. Due to the high preload of the coil springs it is recommended to either use professional tools ( spring compression plates/rods) or let the workshop do the job. The spring retainer can be ordered at Alfa Romeo for approx. Ђ 26.-. 

It's quite common that a 164 from the first series (till 1990/91) sometimes steers in a different direction than the driver expects. Especially with fat tyres, worn out suspension bushes, and on rough roads this effect can be even worse.

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164 Suspension layout

 

QV- and Q4-models are equipped with the electronic suspension control system. The adjustments are done by lowering/increasing the damping force and not as thought by many dirvers by adjusting the height. When switched into "auto" the shocks are automatically controlled by different sensors. In position "sport" the shocks operate with increased damping force. Due to the lot of different sensors massive electronic problems can occur. Troubleshooting is very complicated and time consuming. Replacement for a leaking shockabsorber is very expensive.Die QV- und Q4-Modelle besitzen die elektronische Fahrwerkssteuerung. 

This electronic suspension control system was available as an option for the "standard" Super-models.

kb164_autosuspension.jpg 

Schematical drawing of the electronically controlled suspension system

 

Brakes 

The 164's brake system with ABS (optional for TS-models), internally ventilated front discs and ventilated rear discs met the standard of this class. The pure braking power of 8.8 - 9.1 m/s² was rated good at the beginning of the production. In the meantime good brake systems reach deceleration values around 9.8 - 10.0 m/s².

kb164_bremsen.jpg 

Schematical drawing of the brake system with ABS

 

As the Alfa 164, especially with its V6 engine, motivates to drive fast, the brake wear on the front brakes is of course very high. If one is always driving really fast, it can happen that the front brake discs are shot after 20000 km and have to be replaced. 

Among others the high brake fading (decreasing braking power and/or decreasing friction between pads and discs due to heat) is a weak point. This can be solved by replacing the stock pads with Ferodo DS 2000 pads. If brake servicing is due, it is recommended to use o n l y high-quality spareparts. 

The actuating mechanism of the hand brake (situated on the rear axle) often blocks. This can be solved by installing an overhaul kit but it is better to replace the defective caliper. 

Heater/ Ventilation/ Airconditioning 

Many 164's were delivered with the optional automatic airconditioning. A known weak point of the system are the servo-motors actuating the ventilation drum, ventilation flaps and the temperature adjuster. As the the servo-motors carry plastic gears, wear is pre-programmed. Damaged servo-motors produce a clicking noise which seems to come out of the glove compartment. If this fault occurs it is not possible to change the position of the ventilation flaps or change the temperature (no reaction even when pre-set temp. is set to another value). 

The servo-motors, although they are produced by Bosch, are only available through Alfa Romeo and only as a complete set, they cost " only " Ђ 266.- As it is necessary to disassemble the whole dashboard to replace the servos, Alfa Romeo will charge about Ђ 1025.- for the working time. 

For the tinker freaks an australian supplier offers a repair kit containing metal gears for the servos. The price for the gears rise up to Ђ 266.- by the time they arrive in Germany. But they sure are year 3000 compatible ;-). 

The service life for the stock servo-motors (at a normal yearly mileage) is approximately 160000 km. But it can happen that the gears peg out much earlier. 

In most cases the holding fixture of the ventilation-drum is also broken, but Alfa Romeo can supply a reinforced ring to solve the prob. 

Older 164's can also bother with squeaking noises coming from the blower. In this case either the whole motor or the bearing of the blower-wheel has to be replaced. There are two ways to get the blower out. Either from the engine compartment, which means that the airconditioning system (if there is one) and the heater have to be disassembled, or from the interior, but then the complete dashboard has to be taken out. 

Many of the older 164's airconditioning systems are filled with, the in the meantime forbidden, refrigerant R12. However, in some specialized workshops the R12 can be superseded with the non polluting refrigerant R134a, which has less impact on the environment. If this has to be done, it is necessary to suck out the R12 and disassemble the airconditioning and replace all seals with R134a-proof seals. The compressor gets a new oil-filling. It is recommended to replace the drier right away. Depending in which condition the system was, the repair charges start at around Ђ 385.-. Eventually the whole job is going to be rather expensive, but driving in summer will be great fun. Keep cool ;-) 

Electrics 

The many electrical "helpers" and the whole lot of control lamps suffer from permanent malfunctions. Basically this is a typical problem of Italian cars, but compared to other earlier types of Alfa Romeo, remarkable improvements have been made. 

Generally one should duly test all electrically operated equipment, like window lifters, rear view mirrors, seat adjusters and seat heaters, remote controled fuel cap and trunk lid, head lamp adjuster, and so on. To have malfunctions solved by Alfa can cost a small fortune. Another important thing is to test all indicators of the check panel. Some witty fellows like to remove the bulbs, indicating a malfunction. We have also heard about knowingly people using black coloured bulbs. The main thing is, that when the "Test"-button is pushed all indicator lamps, except the ABS-control, have to light up and have to go off when the button is released. 

If an indicator lamp is on, it is not always sure that the belonging equipment is defective. It could also be a malfunction of the Alfa-Check-Control unit or just a loose connector or a defective transmitter. An old trick is to bridge or by-pass defective fluid-level-transmitters. All transmitters, except the oil-level-transmitter, are controled via ground (negative). A series resistor has to be placed if one wants to by-pass the oil-level transmitter. A new transmitter costs Ђ 72.- at the Alfa dealer. 

The ABS-indicator lights up when the ignition is turned on and should go off when the engine is started. If the indicator stays on, one can worry about a defect in the ABS-electronics. As a rule in most cases it is " just " a broken wire leading to one of the four wheel-speed sensors. To find the faulty wire is very complicated and requires adequate measuring instruments. 

In the 164's produced after 1993 a different, new display and new controls for the airconditioning system was built into the middle console. The display, also produced by Bosch, suffers due to variations in temperature under broken conducting paths. A typical sign of a malfunction is that not all segments of the LCD-display are correctly displayed. The price for the display is Ђ 1023.-, but a replacement is rather useless, because the new one can fail again within short time. 

On older 164's the speedometer (not the odometer) can show incorrect values. The pointer flickers and the indicated values are in most cases far to low. The reasons are the potentiometers necessary for calibration. They are fixed to the printed circuit board of the speedo/tacho-unit. With increasing age the conducting paths corrode and the conductivity decreases. 

The speedo has than either to be replaced or repaired at a speedo-service shop (No!!! We are not talking about these dubious "odometer-specialists" offering lower/higher mileages!!!). The indicated speed range then has to be adjusted using an oscilloscope. 

Interior 

The carpets are sunlight sensitive and often bleach out. Same can be said about the seats. 

An eventually existing leather outfit should be in neat condition. 

Well, if the leather shows a little bit of patina, this is sure tolerable, considering that we're talking about used 164's. If the leather is brittled or the colour is scraped off, the only remedy is to get new ones made in a specialized saddlery. The costs will sure be over Ђ 1025.- . 

Some of the QV- and Q4- models are equipped with Recaro seats, which could be ordered as an option. These seats provide perfect, sporty comfort and are even better than the stock seats. Besides the standard electric adjusters and seat heating system, these leather "noble-seats" are equipped with an additional memory function.

kb164_recaro.jpg 

The optional available `noble-seatґ from Recaro

 

The dashboard on QV and Q4 models is also covered with leather. Sunlight and solar radiation cause the leather to shrink and unveils a gap between instrument carrier and instrument bezel. If this happens, the saddlery, for little money, can help you with a new cover. 

Miscellaneous parts of the interior panels and trims are often loose and make different kind of noises. Either one learns to live with that or "tinkers" around with special automotive silicone to get the loose parts fixed till the end of time ;-) 

Sometimes the condition of the rubber pads on the pedals can reveal the true overall-condition of the car. 

Conclusion 

The 164 is not only a good touring car, it is definitely a good long distance car. But it is rather a fast freeway car than a roadracer, as it is not very handy. 

The 164's brakes and the achieved brake forces are unfortunately far below the engines power level. That applies especially to the QV- and Q4- models, even though the Q4 has internal vented brake discs on all four wheels.

kb164_164qvkurve.jpg 

Alfa Romeo 164 QV 24 V

 

Concerning sheer engine power with a fast QV 24V it is possible to hang on to a Carrera 2's rear on the freeway. As long as the Carrera 2's driver does not think about braking. If he would, the QV driver would see trouble coming his way. 

If one can afford or wants to spend a lot of money for a good braking system, it would be best to talk to car tuners or brake manufacturers like AP-Lockheed, Brembo or Tarox. They offer complete upgrade-kits with 4 or 6 cylinder fixed calipers for about Ђ 1790.- plus the charges for installation and TÜV/ MOT approval. The diameter of the front discs of only 284 mm (11") increases to "gigantic" 320 - 330 mm (12,6" - 13"). The anticipated braking forces will live up to a modern sports car and will be able to handle the engines power. For an expirienced 164-driver a Carrera 2 "on the brakes" should not be a problem any more.

kb164_kit.jpg 

Brake upgrade kit from Tarox with 6 cylinder caliper

 

However, as mentioned above, the only way to replace worn out brake components like pads or discs is to use high quality spare parts. 

In general it can be said, that repair and/or maintenance costs for all 164's are on a high level. 

Recommendations for buyers 

Basically it is not possible to give real buying recommendations on every single model of the 164. Each model or better each model related to which motorization it has, has its advantages and of course disadvantages. One might prefer a 12-valve engine with its smooth torque increase rather than a more or less "nervous sports engine" with 24 valves. Another one might swear by the classic 2.0-liter DOHC 4-cylinder engine with dual ignition system. The next one might prefer a Diesel rather than any gas engine and another one by all means wants to have a 6 cylinder turbo. 

At least there's one thing all gas engines have, even without a sports exhaust system: a nice sound. 

Sure one should prefer a neat and well treated 164 with a complete service booklet rather than a scruffy, abused one. 

The models till 1990/91 have, due to the rather inferior front axle, quite a lot of problems with the enormous drive forces affecting the steering system. But also on the later, improved models the problem has not been completely solved. 

The "normal " V6 models and the 4 cylinder models fetch almost same prices. 

Also the costs of the upkeep are not very different, but the gas engines >from the " Super "-series are classified as " Euro 2 ", which at least reduces the tax load to a tolerable level for the coming years compared to the higher taxes for " Euro 1 "-classified, older models. 

QV- and Q4-models rather seldom appear on the second-hand car market. No doubt that a Q4 has to be definitely higher rated than a QV. But the Q4's have due to the very high service and repair costs a very bad reputation. Therefore it can sometimes happen, that a Q4 is offered a lot lower price than a QV. 

Finally the service and maintenance condition is the point to rate it as a good or rather bad car. A completely filled out service-booklet can save one a lot of inconviniences and keeps ones bank account in good condition ;-) 

The "Super"- models have, compared to the first series gained a lot of weight. On some cars the difference makes up to 300 kg (660 lbs). But consider that in fact this overweight has to do with the extras and first of all with the two airbags, of the later models. Therefore it is possible to beat a 24-valve "Super" (which in fact is 10 bhp stronger) with a QV of the first series. 

So if one wants to call a well-conditioned first-series-164 with "only 184 bhp" his own, inevitably does not have a worse car, compared to one who ownes a last-series- "Super"- model. 

Anyway, they are all beautiful.

kb164_164super_2.jpg 

Alfa Romeo 164 Super 3.0

 

One thing is for sure. The 164 will be due to the high number of units, one of the classics of the modern Alfas. 

At least all the honour is due to the 164, as after the take over by Fiat, it secured Alfa Romeos survival. 

Strictly speaking it is the last REAL Alfa Romeo. But some Alfisti might disagree with that...... For them a REAL Alfa Romeo has front mounted engine and transmission and the driven wheels have to be at the rear. 

But don't let them mislead you, stick to your opinion: the 164 is a real Alfa Romeo too!

kb164_164cut.jpg 

Sectional drawing of the 164 3.0 l of the first series (up to1990)

 

kb164_164qv_schnitt.jpg 

Sectional drawing of the 164 QV 12V

 

kb164_super_cut.jpg 

Sectional drawing of the 164 Supe

alfa_romeo_164_1987_wallpapers_1.jpg

alfa-romeo-164-q4-transmission.jpg

1991_alfa_romeo_164_l_sedan_4___door_3__

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Ovakvi tekstovi se moraju prevoditi i onda okačiti na forum. Tako je rađeno za gomilu modela.

Ako nisu prevedeni, onda je dovoljan samo link ka njima.

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Nešo , ko će sve ono da prevodi. I ovako mi zvocaju da provodim previše vremena na forumu.

Najgore što se vremenom neke stvari na netu pogube, nestanu a ovako bar ostane za mlađe generacije .

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1995. Alfa Romeo 164 V6 Busso za 4.250 evra

 

171659-alfa%20164%201.jpg

 

Alfa Romeo 164 je jedna od najprepoznatljivijih italijanskih krstarica sa kojom je Alfa najavila nova vremena, ali i osigurala večnu slavu Busso motora. Alfa 164 je predstavljena 1987. godine, a proizvodila se sve do 1998. godine. Poslednja godišta automobila ujedno su i najatraktivnija, a poseban status uživaju primerci sa V6 motorom, kućnim Busso draguljem.

 

171660-alfa%20164%2011.jpg

 

Upravo takav pronašli smo preko bare, a donosi ga Bring A Trailer. Radi se o primerku iz 1995. sa 3.0 24V V6 motorom i petostepenim ručnim menjačem.

 

171661-alfa%20164%20111.jpg

 

Prelepa crna Alfa je u odličnom stanju, tehnički u potpunosti ispravna i sa tek 60.000 priđenih kilometara. A ako vas zanima cena znajte da je trenutno na nivou od tek 5.000 dolara. Malo ili puno za klasik ovog kalibra, procenite sami.

 

preuzeto sa - Auto Blog

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https://www.quattroruote.it/news/curiosita/2017/12/15/croma_thema_e_164_le_ultime_ammiraglie_della_prima_repubblica_foto_gallery.html

 

Zlatna vremena Fiata. Pokrivene sve klase, prodaja dobra, tehnicki i ispred konkurencije.

 

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Na prodaju 3.5 V10 motor iz neverovatne Alfe 164 ProCar

 

215836-alfa 164 02.jpg

 

Suludi konceptni automobili sa F1 motorima poput Renaulta Espace F1 sa V10 motorom, ili BMW-a X5 V12 Le Mans su puno poznatiji od jedne italijanske kreacije punog naziva Brabham Alfa Romeo 164 Procar sa 3.5 V10 od 620 konja. Sada nas je na ovaj pomalo zaboravljeni projekat podsetila jedna ponuda na aukciji: naime, putem kuće Collecting Cars prodaje se samo 3.5 V10 Alfa Romeo motor interne oznake V1035, jedan od samo 15 jedinica stvorenih za sezonu F1 1990. godine za bolid Ligiera JS33, ali od kojeg je rukovodstvo tima u poslednji čas odustalo u korist Cosworthovog agregata.

 

215837-alfa 164 01.jpg

 

Brutalni Alfa Romeo koji liči na Alfu 164, ispod kože je sve samo ne Alfa 164, a projekat je napravljen u saradnji Brabhamom krajem 1980-ih i naravno apsolutno je jedinstven sa V10 atmosfercem koji je 164 ProCar do 100 km/h terao za 2 sekunde i do maksimalnih 330 km/h. Iza svega je stajala ideja o takmičenju ''turističkih'' automobila (gotovo) serijskog izgleda sa najfinijom F1 trkačkom tehnologijom. Tadašnji šef udruženja One Constructors Association (FOCA) Bernie Ecclestone je naime želeo da lansira novu seriju turističkih automobila. Alfa ProCar vozila bi trebalo da budu homologirana u novoj Grupa ''S'', a osnova za konverziju je obični 164, koji je tada na tržište plasiran kao luksuzna limuzina.

 

Međutim, bolid je samo po ''silueti'' bila Alfa 164 dok je ispod dolazila aluminijumsko-Nomex-Honeycomb laka monocoque šasija iz Formule 1 tima Brabham i Alfa Corse. Srednji deo je izrađen od aluminijuma, a prednji i zadnji deo od karbona/kevlara. Uobičajeni mehanizam zaključavanja poklopca motora i vrata prtljažnika je zamenjen brzim otvaranjem, pa su korišćeni popularni zatvarači sa brzim otpuštanjem. Oba karbonska dela tela mogu da se lako uklone zbog brzih intervencija. Ali, apsolutni vrhunac je ispod haube! Međutim, ne ispod ''poklopca motora'', već ispod krova, ali ga možete nazvati i poklopcem motora. Tamo je bio ugrađen 3.5 V10 sa cilindrima pod uglom od 72 stepeni, koji međutim, nikada nije korišćen u Formuli 1. U ProCaru je, dakle, na 750 kg proizvodio 620KS, a snaga se na točkove prenosila putem 6-stepenog menjača, a ovaj projektni bolid je do krajnjih granica terao tokom test vožnji 1988. čuveni Ricardo Patrese.

 

Vizuelno, osim velikog zadnjeg krila na poklopcu prtljažnika, sve je uglavnom standardno, a tu su bili i kočioni sistem Formule 1 sa monoblok kočionim čeljustima, uključujući više klipnu tehnologiju i kočne diskove od karbonskih vlakana. Nažalost, ni jedan drugi proizvođač nije bio spreman da prihvati mamac i da se obaveže na izgradnju vlastitih trkačkih bolida i Grupa ''S'' se nikada nije ostvarila. Dakle, uprkos svojoj važnosti kao prvog modernog F1 V10 motora, koji je prethodio i Hondinim i Renaultovim naporima, Alfin V10 nikada nije dokazao svoju vrednost, a očigledno je da je ovaj primerak motora sa aukcije motora Alfa Romeo dugi niz godina čuvala. U vreme pisanja ovog teksta najveći ponuđeni iznos je 6.100 evra, što znači da bi se ova italijanska mašina mogla dobiti po relativno pristupačnoj ceni.

 

preuzeto sa - Auto Blog

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