A turbodiesel version was introduced in late 1979, the Alfetta Turbo D, whose engine was supplied by VM Motori.[12] Apart from a boot lid badge, the Turbo D was equipped and finished like the top-of-the-line 2000 L both outside and inside. Therefore, it received a tachometer,[13] but no standard power steering, despite an additional 100 kg (220 lb) carried by the front axle.[13]The turbodiesel, a first on an Alfa Romeo's passenger car, was of 2.0 litres and produced 82 PS (60 kW; 81 hp). The Alfetta Turbo D was marketed mostly in Italy and in France, as well as a few other continental European markets with a favorable tax structure.
In 1981 Alfa Romeo developed in collaboration with the University of Genoa a semi-experimental Alfetta version, fitted with a modular variable displacement engine and an electronic engine control unit. Called Alfetta CEM (Controllo Elettronico del Motore, or Electronic Engine Management), it was shown at the Frankfurt Motor Show.[14] The 130 PS (96 kW; 128 bhp) 2.0-litre modular engine featured fuel injection and ignition systems governed by an engine control unit, which could shut off two of four cylinders as needed in order to reduce fuel consumption. An initial batch of ten examples were assigned to taxi drivers in Milan, to verify operation and performance in real-world situations.[14][15] According to Alfa Romeo during these tests cylinder deactivation was found to reduce fuel consumption by 12% in comparison to a CEM fuel-injected engine without variable displacement, and almost by 25% in comparison to the regular production carburetted 2.0-litre.[15] After the first trial, in 1983 a small series of 1000 examples was put on sale, offered to selected clients;[14] 991 examples were produced. Despite this second experimental phase, the project development ended.
1987 cr 500 engine specs rar
July 1982 saw the introduction of the range topping Alfetta Quadrifoglio Oro (meaning Gold Cloverleaf, a trim designation already used on the Alfasud),[18] which took the place of the discontinued 2000 L. The Quadrifoglio Oro was powered by a 128 PS (94 kW; 126 hp) (DIN) version of the usual 1,962 cc engine, equipped with the SPICA mechanical fuel injection used on US-spec Alfettas; standard equipment included several digital and power-assisted accessories like a trip computer, check control panel and electrically adjustable seats.[18] Visually the Quadrifoglio Oro was distinguished by twin round headlights, concave alloy wheels, and was only available in metallic grey or brown with brown interior plastics and specific beige velour upholstery.
South African models were first assembled at Automaker's Rosslyn plant, located outside Pretoria. These early, 1973 models, were manufactured alongside Datsuns. From 1974 South African Alfetta's were manufactured at Alfa Romeo's own Brits plant. The 1600 model, with single headlamps as in Europe, arrived to complement the 1800 and 2000 in mid-1976. Beginning in October 1982, the Quadrifoglio Oro model was marketed as the Alfa Romeo 159i, with the fuel injected two liter engine.[22]
The Alfetta saloon was the base for the Alfetta GT, a 2-door, 4-seater fastback coupé designed by Giorgetto Giugiaro at Italdesign. Introduced in 1974, similarly to the saloon it was initially available only with the 1.8-litre (1,779 cc) version of the Alfa DOHC four.[25] These engines featured a chain driven 8-valve twin overhead cam cylinder head of cross-flow design. For 1976, with the final phasing out of the earlier 105 Series (GT 1300 Junior and GT 1600 Junior and 2000 GTV), the Alfetta GT became a range; the 1.8 was discontinued in favour of the 1.6-litre (1,570 cc) Alfetta GT 1.6 and 2.0-litre (1,962 cc) Alfetta GTV 2.0. At the same time some updates were introduced, such as a new front grille with horizontal slats and two series of vents beneath it. The GTV was distinguished from the 1.6 version by twin chrome whiskers in the grille and GTV scripts carved in the ventilation vents on the C-pillar.
In 1979, some minor revisions, including a revised engine with new camshaft profiles and a change to mechanical-and-vacuum ignition advance, saw the 2.0-litre redesignated the Alfetta GTV 2000L. Autodelta also introduced a limited edition 2.0-litre turbocharged model, named Turbodelta, of which 400 were made for FIA Group 4 homologation. This version used a KKK turbocharger which pushed power up to 175 PS (129 kW; 173 hp). The car also received a modified suspension layout. This was the first Italian petrol production car with a turbocharger.The styling of the GTV, while distinctive, can be seen to share many design features derived from the Montreal supercar, as translated down to a simpler and thus more marketable vehicle. Examples of this are the bonnet line, which while briefer, still has 'scallops' for the headlights, and the tail light clusters which resemble those of the Montreal. The door shape is similar, and in a sharing of parts, both vehicles employ the same door handles.
Later in the same year, the GTV 6 2.5, a version of the GTV with the SOHC V6 2.5 L engine from the Alfa Romeo Alfa 6 luxury saloon, was released. As a result, the hood received a bulge to clear the top of the intake and became its most pronounced feature. With Bosch L-Jetronic fuel injection instead of the six downdraught Dell'Orto carburettors in the early Alfa 6 installation, the V6 was much easier to start and retained its state of tune much better. The fuel injected engine was also able to meet the strict emissions standards introduced in Switzerland (shared with Sweden) for 1983.[26] The V6 received rave reviews from the motoring press, which had previously lambasted the same engine in the Alfa 6 because of the carburettor problems. It found its true home in the GTV 6's gran turismo body where it could stretch its legs better than in the less sporting Alfa 6 saloon. The fuel injection installation eventually made it into the second series of the Alfa 6 as well. The GTV went through a number of revisions, including new gear ratios and an updated interior in 1984.
South African models were first assembled at Automaker's Rosslyn plant, located outside Pretoria. These early, 1973 models, were manufactured alongside Datsuns. From 1974 South African Alfetta's were manufactured at Alfa Romeo's own Brits plant. The GTV6 2.5 arrived in 1982; while Brits was gearing up to assemble them 100 fully built-up cars were brought in from Italy. These received a numbered plaque on the front fender, just ahead of the door. South Africa was one of two markets to have a turbocharged GTV 6, with a Garrett turbocharger and a NACA intake. An estimated 750 were assembled before all production ceased in 1986. The South African market also introduced the 3.0 L GTV-6, predating the international debut of the factory's 3.0 L engine in 1987. 212 were built in South Africa for racing homologation. The last six GTV-6 3.0's were fuel injected.
The four-cylinder coupé was available from 1975 to 1977 under the moniker Alfetta GT, renamed the Sprint Veloce for the final two years of availability in 1978 and 1979. The Sprint Veloce received an engine upgrade as Alfa Romeo were coming to grips with the American emissions regulations, with power increased marginally to 111 hp (83 kW; 113 PS) at 5,000 rpm from 110 hp (82 kW; 112 PS) at 5,500 rpm. The engine was catalyzed and had a new intake manifold, based on alterations originally developed for California-market cars.[11] It was one of Road & Track's 10 Best Cars For a Changed World.[30] Finally, the V6 version was marketed from 1981 to 1986 as the GTV-6.
For the US market, two limited production GTV-6 models stand out. The GTV6 Balocco (named after the famous Alfa Romeo's Balocco test track in Italy) appeared in 1982 with a production run of only 350 cars. The Balocco was available only in red with sunroof and black interior, leather-wrapped steering wheel and red piping on the seats. There were also two green Quadrifoglio badges fixed on the rear quarter trim pieces above a badge with the "Balocco SE" designation. A plaque inset in the glove box door designated the number of the car out of the series of 350 (XXX of 350). Later there was the GTV 6 2.5 Maratona, of which only 150 were built. The Maratona model included a more aggressive aerodynamic trim package, lightweight Speedline wheels, clear engine view port, sunroof, wood steering wheel and shift knob, rear louvers and Carello fog lamps. All 150 cars were available only painted silver and with a black leather interior; and came with "Maratona" badging on the rear decklid, front fenders and glove box door. (The most notable feature of the Maratona, its aerodynamic kit, was also available as a dealer-installed option on other GTV-6 models.)
Racing versions of the Alfetta GT and GTV were built by Autodelta, initially with the naturally aspirated engines from the earlier GTAm racer based on the 105 series coupé, for homologation under FIA Group 2. There were some variations ranging from the Alfetta GT 1800 cc engines with twin-plug or even 16-valve heads up to the powerful 2-litre GTAm engine. In this form they were rallied with moderate success in 1975, winning the Elba and Costa Brava rallies overall,[33][34] as well as winning the Group 2 category in the World Rally Championship's Corsican event.
At the end of the 1975 season, Autodelta also rallied an Alfetta GTV with a 3.0-litre V8 engine, derived from the 2.6-litre V8 of the Alfa Romeo Montreal coupé and sharing the same mechanical fuel injection by SPICA. This version was driven by Ballestrieri in the relatively minor Valli Piacentine Rally, but development of the V8 Alfetta as a competition machine was not pursued when the plan to produce 400 roadgoing units of this model for homologation was abandoned. Around twenty 2.6-litre V8-engined Alfetta GTVs were built by Autodelta at the request of the German Alfa importer in 1977, where they were sold for DM50,000, considerably more than the DM20,990 charged for an Alfetta GTV2000.[35] 2ff7e9595c
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