AlfaRomeoParts The search continues...

Adjusting valves on an Alfa Romeo Alfetta 1.6

2010-03-26T16:35:00.000Z

Take a look on our Youtube channel: http://www.youtube.com/centroricambi

Alloy wheels special offer !

2010-03-16T09:15:00.000Z

Special offer: Set of 4 original Alfa Romeo 16 inch alloy wheels (Alfa part.nr. 60676374), new in box now only € 699,--

Take a look in our shop
(6,5J x 16 / ET=35 / 5 x 98)

Attention: 3 Alfa TwinSpark 16v engines

2010-02-06T13:54:00.003Z

For fast deciders we have three Alfa Romeo TwinSpark 16v engines on offer:

- 2.0 TwinSpark 16v; 30.000km new timing belt for only €1.750,-- incl. vat.

- 1.8 TwinSpark 16v; 90.000km new timing belt for only €1.350,-- (no vat)

- 1.8 TwinSpark 16v; 110.000km new timing belt for only €1.250,-- (no vat)

Alfa Romeo model cars

2010-02-06T11:08:00.001Z

Take a look here: Only Alfa Romeo miniatures. Like you are visiting an Alfa Romeo dealership, but now in scale 1:43...

Boot floor panel for Alfa Spider

2009-12-11T16:06:00.005Z

Now available: Boot floor panel for Alfa Spider 1966-1969
Alfa Spider 1970-1993

And for Alfa Romeo Giulia Sprint GT (Bertone)

Lowering the front suspension of an Alfetta

2009-12-10T15:50:00.001Z

Replacing the timing belt on a TwinSpark 16v

2009-12-10T15:49:00.001Z

YouTube Centro Ricambi Channel LIVE!

2009-12-05T10:09:00.002Z

YouTube Centro Ricambi Channel.

With this channel you will get handy tips and instructions on repairs of Alfa Romeo's and new products will be introduced.

New films will be announced on Twitter.

Alfa Calender 2010

2009-12-04T09:27:00.001Z

NEW ! The Alfa Romeo Calender 2010

With fotos of:

- 6C 2500 Sport Cabriolet 1939
- Alfa 75 Turbo Evoluzione 1987
- Alfa Spider IV 1991
- 6C 2300 B Pescara 1937
- Alfa Montreal 1977
- Alfa GT 1300 Junior 1967
- Alfetta GTV 1978
- 6C 2500 SS Cabriolet 1947
- Giulia Spider 1962
- Alfa 2600 Spider 1961
- 8C Competizione 2008
- 6C 2500 Sport Berlinetta 1947

Alfa Romeo Q2 Differential

2009-11-26T11:04:00.003Z

Alfa Romeo's Q2 differential is available. Watch the video to discover the benefits.

The Q2 differential can be fitted on almost all front wheel drive Alfa Romeo's with V6 engine (Busso V6), and also on most of the JTD engines.

The Q2 differentieal can be fitted on the following models:

Alfa 147	Alfa 156	Alfa 166	Alfa GT	Alfa 916 GTV/Spider
1.9 JTD (behalve 100 PK 8v versie)	1.9 JTD	2.0 TS 16v	1.9 JTD	2.0 V6 TB
GTA 3.2 V6	2.4 JTD 10v	2.0 V6 TB	3.2 V6	3.0 V6 24v
	2.5 V6 24v	2.4 JTD 10v		3.2 V6
	GTA 3.2 V6	2.5 V6 24v
		3.0 V6 24v
		3.2 V6 24v

Alfa Romeo 3.0 V6 24v engine (overhauled)

2009-11-04T16:30:00.001Z

Completely overhauled Alfa Romeo 3.0 V6 24v engine, for Alfa 155 / Alfa 156 / Alfa 164 / Alfa 166 / 916 GTV and Spider.

(No VAT)

Alfa Romeo 1.6 TS 16v 120HP engine

2009-11-04T16:28:00.001Z

80.000 km, new timing belt and tensioner.

For Alfa 156 / Alfa 147

(No VAT)

Alfa Romeo 2.0 JTS engine

2009-11-04T16:26:00.001Z

30.000km, new timing belt and tensioners.

For Alfa 156 (new model), Alfa GTV/Spider (fase 3) and Alfa GT

(no VAT)

Toolbox for TwinSpark 16v Timing Belt

2009-11-04T09:18:00.001Z

Replace the timing belt of your Alfa Romeo TwinSpark 16v engine yourself, with this special toolbox.

Take a look in the Alfa Romeo Parts shop!

New Ad (Dutch)

2009-10-20T11:14:00.002+01:00

Buy your Alfa Romeo parts at : Centro-Ricambi.net

Swinging Clubs for Alfa Romeo

2009-10-04T20:49:00.002+01:00

Clubs for Alfa Romeo owners are swinging worldwide. The sexy automobile from Milano has many fans who make the private clubs rock.

Take a look at this linkpage to visit some clubs: http://alfaromeo-is-ok.nl

Giulia Door Skins

2009-09-17T14:52:00.003+01:00

Now available: Complete (front-) door skins for Alfa Romeo Giulia, left and right.

Lefthand side: € 210,-- (incl. VAT / excl. shipping)

Righthand side: € 210,-- (incl. VAT / excl. shipping)

Alfa Romeo 159 Roadtest

2009-09-16T15:48:00.002+01:00

Source: HonestJohn.co.uk

There’s no doubt it’s a looker. Just like the Alfa 156 put the E46 BMW 3-Series in the shade, the 159 does the same to the E90. But the 159 is styled by the master, Giorgetto Giugiaro, not Walter d’Silva who left and went to SEAT. All through my life my blood has been stirred by Giugiaro designs, starting with the 105 Series Giulia GT when he worked for Bertone. Whether the 159 quite does it in the same way as d’Silva’s 156 is a vexed question. It’s certainly a far more beautiful sight to open your garage doors to than an E90 3-Series.

But would you rather have one than an E90?

That’s something Alfa is not banking on. They will only import 3,500 in 2006, less than 5% of E90 3-Series likely to be sold. So, like ‘The Man Who Loved Women’ (in the movie he drove a Giulia Ti), if you go for an Alfa 159 you’ll be ostracised by many, but admired by a significant few.

Will you enjoy the car as much as the attention?

They only had diesels on the day I drove. So I was denied the tactile and aural pleasure of the four wheel drive 260PS 3.2 V6. Instead I had to make do with a 200PS 2.4 diesel. I’ll write that again. A 200PS 2.4 diesel. If anyone thought Alfa Romeo diesel was an oxymoron, then this will definitely dissuade them.

We set off together tramlining madly down a wet and muddy lane. Partly because the brake discs were a bit wet and partly because the 235/45 ZR 18 tyres were set up to bite as hard as they could rather than offer limo-like comfort. Happily, the brakes soon developed plenty of bite too. Which they really needed to because this diesel pulls like a steam train.

There’s none of that horrible, sudden turbo surge. You just get power, then more power, in a steady stream, right up to around 4,800rpm. Not too shabby.

The solid, vice-free, neat changing 6-speed transmission gives you a gear to exploit every kW and Nm the engine develops. 6th pulls very nearly 40mph per 1,000rpm. And those front tyres keep on gripping like they’ve got claws. This is partly down to the improved “high double wishbone” front suspension and new multi-link rear suspension. And partly the way Alfa sets its cars up, with more toe-out than average.

There’s a further penalty to those low profile tyres, though. Quite a lot of road roar. At the low revs you drive a high geared diesel it’s the only sound you hear, and that is bound to bother some people.

Another criticism is the very thick B pillar that at my driving position meant I had very little side vision, especially pulling out of oblique junctions. There are side mirrors, though, conforming to the new EU legislation and giving an excellent view along the flanks.
At the half-way point I moved down to the 150PS 1.9 diesel.

Essentially the same engine as found under the bonnets of SAAB 9-3s, Vectras and Astras. This one was on 225/50 ZR 17s, so not quite as grippy at the front, but with better ride and less road noise. Gearing wasn’t as high either. More like 35mph per 1,000rpm in 6th.

Again, it’s a very well balanced, sporty car. You don’t feel you’re in a poor relation to the 2.4. It looks, goes and handles very well indeed. It’s easy to get comfortable. The gearshift is nice and tight. Performance comes in a linear manner instead of a sudden rush. And two small bonuses are that with 159g/km CO2 it qualifies for £135pa VED and sensible BIK tax. If you had to pick a company car in which to do 40k miles a year it deserves a place along with the A4s, 3-Series, 9-3s, Jettas and Passats. And the looks will get you plenty of admiring glances.

There was no chance to drive the 4-cylinder petrol cars on this launch, and no 3.2 V6s at all. That car promises to be a very worthy leader of the pack, boasting 260bhp (without a turbo) and Torsen centre diff four-wheel drive with a 57% rear wheel bias.

But the range seller will inevitably be the 150bhp 1.9JTD. An Alfa Romeo diesel that isn’t sacrilege because it still has that Alfa magic.

Get your Alfa Romeo 159 parts at Centro-Ricambi.net !

Nice Alfa Romeo jacket

2009-09-04T18:19:00.002+01:00

Available in two designs (black and black/red) sizes L - XXL.

Take a look in the web shop!

Some interesting links

2009-08-31T19:34:00.002+01:00

Finding the right supplier for Alfa Romeo parts isn't always easy. Here is a list of Alfa Romeo part suppliers you may find helpful:

www.international-auto.com
www.centerlinealfa.com
www.centro-ricambi.net
www.alfa-romeo-onderdelen.nl
www.italiancarparts.com
www.centro-ricambi.nl

Spettacolo Sportivo Alfa Romeo

2009-08-28T10:11:00.003+01:00

Spettacolo Sportivo 29th and 30th of August

The Alfa Romeo event of the year: the Spettacolo Sportivo !

Special theme this year: Zagato.

for more information: www.spettacolosportivo.eu.

Source: http://www.alfa-romeo-onderdelen.nl

The Alfa Romeo Junior Zagato story

2009-08-22T13:13:00.004+01:00

(Courtesy of http://www.zagato-cars.com)
In the late sixties Alfa Romeo's range of products consisted of the Giulia Super, Spider and GT Junior in the 1300 ccm class.
All three models were good selling and designed to meet the 'taste' of the buyers. The three cars have already become collectors items and are admired for their combination of stylish bodywork and first class engineering.
Although the Giulia series had such a success, Alfas marketing managers found out that there would be an additional market segment: Drivers in the 'younger segment', who expected a sporty, original and compact GT from Alfa Romeo.
With this in mind the CEO of Alfa Romeo, Giovanni Luraghi, visited the Zagato booth on the 1967 Turin Motor Show.
Together with Gianni and Elio Zagato he agreed upon the following four basic design features:
• In order to reduce drag as much as possible the design needs to be streamlined.
• Compact size of the car to improve handling.
• Sporty driving results through lightweight construction, whereby stiffness of the body was important for good road-handling.
• Original styling in order to distinct the car from the Spider (Pininfarina-design) and GT Junior (Bertone-design).
In choosing Zagato to design and build the new car, Luraghi was absolutely on the right track, because the four basic design features were the route Zagato was following since 1919.
In the beginning of 1968 the first Spider platform was delivered to Zagato and Ercole Spada's renderings and design drawings were adapted to the platform.

"A steel skin stretched tight over an engine"
Ercole Spada transformed the four design principles right from the very first sketches into what was to become the definite line for the Junior Z: An almost perfect wedge or as it was described by the magazine 'Modern Motor': A steel skin stretched tight over an engine.
The shape was in some details similar to Spada's other creations like the Rover 2000 TCZ (1967), the LANCIA Flavia Supersport (1967) or the VOLVO 2000 GTZ (1969), the Junior Zagato however was of the most harmonious design.
he tail section of the Junior Z was truncated like that of the TZ and picture of the prototype is showing the prominent lid which was abandoned for series production in order to reduce production cost.
The upswept 'curl' at the tail of the car was not only counterbalancing the falling line of the roof, but served also two purposes:
Firstly it helped to improve the cars aerodynamics because it was acting like a spoiler and secondly it allowed to integrate a Zagato-speciality:
An electro-motor could be used to open the rear hood a few centimeters to improve the air exchange in the passenger compartment without the danger of sucking exhaust fumes into the compartment.
Other revolutionary design features include the absence of chrome, the bucket seats with integrated headrests (not a standard in the early seventies), perspex covered front lights to reduce drag and the absence of front and rear bumpers (what you see at the front is not really a bumper but a XXL-size license plate holder). This actually is a step back in thinking because it makes the car extremely vulnerable for even little 'bumps' in day to day traffic. The first design of the front area with a smaller frame for the perspex and indicator lights on the frontbumper was even more vulnerable.
The all-aluminum prototype was delivered to Alfa Romeo in July 1968 for road testing. With the 1969 Turin Motorshow production had just started - until the end of that year 208 cars had been delivered to Alfa and official sales started in February 1970.
According to Luigi Fusi the production figures were a little bit different - in his book 'Alfa Romeo All Cars from 1910' he states the following figures:
Year: Chassis-numbers: Units per year:
1970 1800001 to 1800566 566
1971 1800567 to 1800924 357
1972 1800925 to 1801110 185
1108 Total production

However you count the number of units produced per year the total number of 1108 cars is remarkable because it shows that the success of the Junior Zagato was not really tremendous.

There are several reasons:
1.) Production of the cars was from a logistic point of view highly complicated:
In the Maggiora plant in Turin the complete bodywork was done on purposely built special jigs. The complete body shells were then delivered to Alfa Romeo's Arese plant where they were primer coated. From there the bodies were then delivered to the Zagato factory in Terrazzano di Rho. Here the bodies were sprayed in acrylic finish and trimmed.
This complex process made the cars expensive. In the July 1972 pricelist the Zagato was the third most expensive car available in the Alfa Romeo product range:
Model: Price including VAT in DM:
1300 Giulia Super 10.690,-
1600 Giulia Super 11.490,-
2000 Berlina 13.790,-
GT 1300 Junior 13.290,-
GT 1600 Junior 14.490,-
2000 GT Veloce 16.790,-
Montreal 35.000,-
GTA Junior 18.950,-
GT 1300 Junior Zagato 16.950,-
1300 Spider Fastback 13.290,-
1600 Spider Fastback 14.490,-
2000 Spider Fastback 16.790,-
In the same year a BMW 1602 would have cost you DM 10.645,-, an Opel GT/J DM10.990,- a Ford Capri 2300GT DM 10.220,- and a VW-Porsche 914 2.0 DM 13760,-

2.) The shape:
The shape of the Junior Zagato was - as always with new Zagato models - subject of hefty discussions. For many people the shape was provocative and something never seen before. The edged and wedge-shaped bodywork didn't meet the taste of the buyers in the '70s. The car was too far advanced for its time which is even more evident if you take into consideration that 13 years later the formal similar Honda CRX became such a success. By the way - the designer of the CRX is a proud owner of a Junior Zagato...
3.) The product philosophy:
Alfa Romeo was very successful in selling Giulias and Bertone GT's, the Zagato was never in Alfa Romeo's marketing focus. In Germany there was neither an advertisement published nor was the Zagato subject to an article in one of the big motor magazines. Looking back it must be stated that the Zagato was never really loved by the mother Alfa Romeo.
Zagato bodied cars were normally designed with racing victories in mind, think for instance of the famous Giulietta SZ or the highly successful TZ1 and TZ2. Although the Junior Zagato was of the same breed with a light body structure and sporty shape the fate was different: The Autodelta prepared GTAs were still very successful and the Alfetta GTV was already in the pipeline - there was no space for sport activities with the Zagato. Nevertheless some private drivers were using the Zagato as a rally car but without support from the factory there were no victories...

After 1108 produced Junior Zagato 1300 there was the successor: Giulia 1600Z, shown in Nov.1972 at the Turin Motorshow.

Based on the platform of the Fastback Spider the differences to the 1300 Junior Z were as follows:

* Frontbumper - 1600 with one piece rust free steel bumper, rubber different and screwed on to the bumper,

* Fire wall - 1600 with hole to accept combined brake cylinder (2 circuits) with power servo and hanging pedals instead of standing pedals,

* Muffler - 1600 with first muffler to fit for models with hanging pedals,

* Steering wheel - 1600 with three spokes,

* Dashboard - 1600 with from body-structure independent carrier (screw on),

* Roof insulation - 1600 with plastic roof insulation (instead textile) and spanning wires instead insulation glued directly underneath the roof,

* Rear wheelarches - 1600 10cm longer in the area behind the rear hood,

* Rear floor panel - 1600 is making use of the fastback spider rear floor panel which means fuel tank different and on the drivers side,

* Rear bumper - 1600 with cut out for the exhaust pipe (last part of the muffler bent downwards and different to 1300) and cut out for spare wheel bunk,

* Rear lights - 1600 is making use of Berlina 2000 rear lights, whereas 1300 is using Berlina 1750 rear lights,

* Rear panel - 1600 is different in the area for the rear lights to accept Berlina 2000 lights,

* Rear window - 1600 is having electrically heated rear-window.

At the end of 1975 Alfa Romeo decided to stop the Zagato production. Until then only 402 Giulia 1600 Z had been made.

The surviving Zagatos are very difficult and costly to restore because of undersupply of body parts. The whole body is very prone to rust due to the lack of rust protection measurements during production in the factory. Door sills are extremely rare and very difficult to copy because of their unique form.

Road Test - 2001 Alfa Romeo GTV Cup

2009-08-20T14:04:00.001+01:00

The Car Enthusiast took delivery of the very red ('Alfa Red' to be exact) Alfa Romeo GTV Cup at the beginning of October for a week of Italian sports car driving. On first acquaintance the Cup special edition stands out from the standard V6 GTV by the addition of a unique body kit. This includes a large rear wing, a ground-hugging front spoiler, very stylish wheel arch side panels, side skirts and dark grey 17 inch alloy wheels. It does turn heads, even though this design has been on sale in the UK since 1996. Then again, who wouldn't look at a bright red sports car - even cynical Londoners can't help it.

Thankfully, the sporty theme is carried through to the interior. Yes, it is a little cramped, but that adds to the sports car feel, though visibility out the back window is laughable. For an average sized driver, there is no problem with getting comfortable behind the leather wheel (including rake and a comforting air bag), and even our largest tester (6 foot 2) did manage to get very comfortable, though at the limit of the seat adjustment. So much for rear passengers! The dash design is still very pleasing to the eye (complemented with a limited edition plaque), and most instruments a joy to use (the exception is the nasty column stalks). The GTV Cup also features extra leather panels to go with the lovely Alfa Romeo sports seats.

It is soon clear that the GTV Cup's performance as a whole centres around the exquisite 3.0 V6 engine. This is one of those cars you rarely use the radio in. When entering a tunnel, it becomes habit to lower the windows, drop a gear (there are six after all), and let rip. Yet, along with an aggressive bark at high revs, the 218bhp V6 is quite happy to waft the unsuspecting occupants along the motorway with not so much as a hint of wind noise to keep them company. There is excess wind noise at high speed however� More modern coupes do manage to isolate the cabin from this a bit better.

Luckily, the Alfa applies the same level of isolation between driver and road! The steering is very direct, and full of feel, though has an appalling turning circle. This is of course soon forgotten on a quick run, during which time the steering feels almost go-kart like. The chassis also manages to convey accurate messages to the driver. Which is just as well, as the limits are very high, on dry-road driving in any case. Shod with Goodyear F1 rubber (one of our favourite road tyres), the GTV Cup encourages the driver to push further and further into and out of bends. When the limits are being approached on tight corners, the rear end shifts around slightly to help turn the front in more. The next step is a gradual, controlled four-wheel slide! This is all fantastically controllable and at speeds that should not be attempted on the public road. Still, it is nice to know what would happen if you misjudge your corner entry speed.

The ABS-equipped disc brake system works well when moving quickly on well-known roads, but the pedal on our particular car was less than confidence inspiring when asked to stop suddenly. I suspect that something was actually wrong with the system rather than this being the norm. This theory was backed up by a slight squeal when coming to a halt. You must admire the bright red 'Alfa Romeo' calipers though - Brembo four piston no less, with floating rear calipers.

As mentioned, this car is not just about admiring. It should be about driving, and drive it we did. The rear is tied down and held flat by the use of a neat multi-link axle set-up, while the front has regular MacPherson struts with lower wishbones and an anti-roll bar. The GTV remains flat at all times, no matter how hard you push. Allied to this level of ability is that engine - the heart of the car. Not only does it sound good, it does, in no uncertain terms, go like stink. The 218bhp (at 6300 rpm) are coupled to just under 200 lb.ft of torque (at 5000 rpm) to give you the impression that you are sitting behind a turbine of some description. There is 160 lb.ft available at only 1500 rpm and a whopping 180 lb.ft at 4000 rpm so watch out for wheel spin! In the wet, this car is not such fun to push, with terminal understeer being the order of the day, even with those sticky tyres. For a front-wheel drive car though, it copes very well with the level of power and torque on tap.

We are certainly looking forward to a new GTV - it will have to be special to beat this though. Then again, the next evolution of this V6 engine is a 250bhp 3.2-litre version. We hope to preview it in the 156 GTA in the near future. Something tells me to look forward to that week.

Handing a sports car back to its owner is never fun and this was certainly no exception. The Alfa Romeo GTV Cup is a capable and beautiful interpretation of the Italian sports coupe. It thrills the senses, and yet is just as good on a long motorway cruise. Perhaps more importantly is that it remains an object of desire for its owner.

Source: http://www.carenthusiast.com/20011019_roadtest_alfaromeogtvcup2001.html

Alfa Romeo Sales in the Netherlands July 2009

2009-08-20T13:52:00.006+01:00

Just in, sales figures of Alfa Romeo in July 2009.

Alfa Mito 104
Alfa 147 6
Alfa 159 30
Alfa GT 3
Alfa Spider 1
Alfa Brera 1

!

Alfa GTV6 and 75 Rally footage

2009-08-18T18:03:00.002+01:00

I just couldn't resist.... Nice Alfa Romeo Rally film on Youtube.

What does the EGR valve do (when it's not broken)?

2009-08-17T21:34:00.003+01:00

In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow the introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are not limited by the need for a contiguous flamefront; furthermore, since diesels always operate with excess air, they benefit from EGR rates as high as 50% (at idle, where there is otherwise a very large amount of excess air) in controlling NOx emissions. Since diesel engines are unthrottled, EGR does not lower throttling losses in the way that it does for SI engines. However, exhaust gas (largely carbon dioxide and water vapor) has a higher specific heat than air, and so it still serves to lower peak combustion temperatures; this aids the diesel engine's efficiency by reduced heat rejection and dissociation. There are trade offs however. Adding EGR to a diesel reduces the specific heat ratio of the combustion gases in the power stroke. This reduces the amount of power that can be extracted by the piston. EGR also tends to reduce the amount of fuel burned in the power stroke. This is evident by the increase in particulate emissions that corresponds to an increase in EGR. Particulate matter (mainly carbon) that is not burned in the power stroke is wasted energy. Stricter regulations on particulate matter(PM) call for further emission controls to be introduced to compensate for the PM emissions introduced by EGR. The most common is particulate filters in the exhaust system that result in reduced fuel efficiency. Since EGR increases the amount of PM that must be dealt with and reduces the exhaust gas temperatures and available oxygen these filters need to function properly to burn off soot, automakers have had to consider injecting fuel and air directly into the exhaust system to keep these filters from plugging up.
EGR valves in 1.9 JTD 16v and 2.4 JTD engines have a bad reputation; they often break down. Luckily we have an alternative for the replacement of this rather expensive part. You can now buy an overhauled EGR valve and save up to € 80,--.

Alfa Romeo Spettacolo Sportivo 2009

2009-08-17T19:58:00.004+01:00

On the 29th and 30th of August 2009, the Dutch Alfa Romeo Club organises their anual 'Spettacolo Sportivo' at the Zandvoort racing track.

Special theme this year will be 'Zagato' .

On Sunday the drivers of the Alfa Romeo Challenge, joined by drivers from the Squadra Italia and other foreign guest drivers will perform a one hour race. On Saturday the drive two spint races.

The Spettacolo Sportivo is the Alfa Romeo event of the year, don't miss it!

CLICK

Road test: 1988 Alfa Romeo Milano Verde.

2009-08-17T19:42:00.004+01:00

Before you buy an Alfa Romeo 75 (Milano Verde), you might consider reading this article first, which I found on www.Alfabb.com.

The Alfa Romeo 75 came out in 1985 as a 1986 model and was designed in-house by Alfa Romeo. It was called 75 to mark Alfa Romeo’s 75th anniversary and was available with a whole host of engines, gas and diesel, including Alfa’s venerable twin-cam. They were appreciated by the police and Carabinieri in Italy. It was imported to the U.S. from 1987 to 1989 where it was sold under the Milano moniker and was available exclusively with a V6. A vast majority of U.S. bound cars were equipped with the 2.5 found in the GTV6 and the Alfa6 but in the Milano Verde, this motor was bored out to 3.0, delivering around 183 horsepower. Alfa’s logs are notoriously unreliable and production figures are iffy but it’s estimated that no more than 900 Verdes came to the U.S. This is one of these cars.

Take a gander at it and right off the bat it’s unmistakably a product of the 1980s. Some say it’s reminiscent of a Jetta: the car is very angular, especially the trunk line which sweeps upwards. This is the kind of car that leaves onlookers with a strong impression either way. It was only available in sedan form though a wagon was prototype that never saw mass production was built. On the outside, the Verde stands out from its 2.5 siblings with specific wheels, fender flares and a subtle spoiler on the trunk.

The driving position resembles something found in a yoga manual- the pedals are offset to the right. The clutch is where the brake normally and so on. On that note, the whole interior is an exercise in Italian ergonomics: the handbrake is U-shaped, the window switches are up above the rearview mirror, there is a tray where the glovebox should be and the actual glovebox is a drawer below the tray, etc. It’s quite odd once you first sit in it but you eventually get used to it and after you spend enough time behind the wheel, some of it may even start to make sense. Some interior differences between the Verde and other models include orange gauges, a 160mph speedometer and comfortable Recaro seats. Instrumentation includes a tach, a temperature gauge, an oil pressure gauge and a fuel gauge.

Fire it up and the exhaust note is your first hint of what’s under the hood. It’s easy to live with everyday: it has ample trunk space and you can fit five adults in the car if you’re willing to sacrifice comfort. It’s unpractical to drive in the snow and tire chains are handy, as are 2nd geaer starts. It’s very respectable performance-wise and road tests of the era suggest the car will do 0-60 in 7.7 seconds with a top speed of 136mph. That’s on par with a 1987 Porsche 944 S (normally aspirated model.) Granted, a Milano will never catch up to a 944 Turbo, but that’s a different story. The Porsche comparison doesn’t stop there- both cars have a transaxle.

This is my first Milano but I had a 1987 Gold (2.5 model) two years ago that I ended up parting out. When I bought the 1987, the owner told me “when you’re about to take a corner, don’t brake, give it some gas.” That’s an exaggeration but the car does handle very well courtesy of a rear-mounted transaxle that provides for near even weight distribution. The rear brakes are mounted inboard (bolted to the transaxle) to reduce unsprung weight. That gives it an edge over competition from the era (BMW E30 and the like) and it’s pure bliss to drive. It’s fun to toss around and the driver is always in control, though it’s forgiving if not. This transaxle setup has some drawbacks: the shift rods are unutterably long and the shifts aren’t as precise as they could be. Since these are now 20+ years old, new bushings in the shifter often do wonders. And, since the engine is in the front but the transmission is in the rear, the driveshaft spins at the same rpm as the engine. It’s kept stable with three driveshaft donuts (guibos in Alfa jargon) but the slightest disruption will offset the balance of it and vibrations will follow.

The steering is hydraulically assisted but it’s not overly assisted. Brakes are powerful enough to stop the car- that is, if your ABS works. The ABS is directly tied to the braking system so if the ABS doesn’t work, you get more than a warning light on the dash: half of your braking power is lost, rendering the car undriveable– guess how I know? Since mostly Verdes came with ABS (some 2.5 Platinums did too), a way to fix a bad ABS that is to convert it to non-ABS using parts from a 2.5 Milano.

Earlier, I wrote that it’s easy to live with every day which will contradict this: I would recommend against using one as a daily driver. Why? Well, for one, fuel economy may be fine now but it won’t be when gas prices go back up– I used to average around 16 miles per gallon in the city. Another setback with V6 Milanos of all types is that they are prima donnas when it comes to maintenance. The timing belt/tensioner/water pump unit needs to be done every 30,000 miles and it’s not a particularly enjoyable task. Servicing the inboard rear brakes isn’t enjoyable either.

Overall, the Milano Verde is a fun car and with such low production figures, I predict it will appreciate in value once it gets out of the typical worth-nothing rut that all cars go through in their lifetime. This may be a bit of a longshot but compare it to the Giulia T.I. of the 1960s- same principle, a sporty version of Alfa’s sedan built in small numbers, look at how much a T.I. is now worth. My advice would be to buy a Milano Verde and keep it as a weekend driver.

When buying one, avoid abused examples as they will most likely be money pits. Be very careful with the timing belt/tensioner unit. If you don’t know when the whole lot was last changed, change it. It’s an interference engine and bent valves are common if the timing belt service isn’t done right or in a timely manner. Other common issues include bad 2nd gear syncro, driveshaft vibration, rust, torn Recaro fabric and electrical gremlins. Milano parts are generally readily available but some Verde-specific parts can be dicey to find, especially ABS parts.

Note: I’ve owned this car for over four years and drove it daily for about two. It has 156,000 on the clock but according to the service records I have for it, the odometer has been replaced twice and I place the actual miles in the 170,000 range.

Originally posted on www.ranwhenparked.blogspot.com

At least you know where to buy your Alfa Romeo spare parts !

Alfa Romeo 2.0 TwinSpark 16v Engine

2009-08-13T17:13:00.003+01:00

Now at Goos van Pelt Centro Ricambi:

Complete engine € 1.550,-- (no VAT).

* Built in 2002
* 80.000 km
* Will be delivered with new timing belt and tensioners
* For Alfa 147, Alfa 156, Alfa 166 and Alfa GTV/Spider 916.

Visit the number 1 in Alfa Romeo parts, classic and modern!

Now available: Overhauled EGR valve 1.9 JTD 16v / 2.4 JTD

2009-08-08T13:42:00.003+01:00

A cheap alternative for replacing a defective EGR valve of a 1.9 JTD 16v or 2.4 JTD is now available. EGR valves, overhauled by Alfa Romeo Ricambi ! Save up to € 80,--.

You have to send us your old EGR valve (only original Alfa Romeo valves!). We will contact you as soon as we have received your order. Take a look in our webshop: http://www.centro-ricambi.net

Clunkers for Cash !

2009-08-05T15:09:00.001+01:00

While the rest of the world is destroying old cars using taxpayers money, we at Centro-Ricambi use Alfa Romeo clunkers for what they are supposed to: A supply of cheap spare parts for your Alfa Romeo.

In the category Donor Alfa Romeo's you will find written off or wrecked Alfa's of which you can order any part. Just send an e-mail and tell us which part you need and we will inform you about availability and the price.

Source: Goos van Pelt Centro Ricambi

New web server

2009-08-05T15:07:00.000+01:00

Due to the success of the Goos van Pelt Centro Ricambi website, we encountered serious troubles with the capacity of our webserver.

This week we will upgrade to a bigger server to speed up our website.

Source: Goos van Pelt Centro Ricambi