Alfa 155

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155 Overview : Alfa Romeo's Sports Saloon Tradition Continues


UK models comprise 1.8 TS 16V, 2.0 TS 16V and 2.0 TS 16V Super. Compared to the Super version, the 1.8 TS and 2.0 TS suspension is lowered by 15mm and there are different damper settings, different design alloy wheels and 205/50 VR low profile tyres. UK owners could take things a stage further with a Sports Pack, (not available on the Super), that consists of a specially designed rear spoiler, body-colour side skirts and black 16-inch alloy rims with 205/45 ZR tyres.

The well specified entry level 140 bhp 1.8 16V Twin Spark was first introduced in June 1996 and has the most powerful engine in its class.



At the heart of the new range, the 2.0 Twin Spark 16V is a true 130mph sports saloon with an all-new Alfa Romeo engine - a cause for celebration in itself. The 150bhp Twin Spark 2.0 16V is the sporting heart of the 155 - the Cuore Sportivo.

A wide shouldered and muscular stance reflects its sparkling performance (0-62mph in 9.3 secs) and superb handling that combine with comfort, sound ergonomic design and refinement to make the 155 a unique driving experience.

The 155 is wider, lower and more purposeful than its mid-1995 predecessor. Its broader track is acknowledged by flared front and rear panels and a modified aerodynamic profile for the wings, spoilers and lower part of the door panels. Re-styled flanks imbue the shape with a new sense of muscular definition. But it?s a shape that also slips cleanly through the air.

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Its surfaces are smooth and uncluttered, free from unnecessary adornment. Flush handles fit snugly to the doors, front and rear pillars are raked at the optimum angle for aerodynamic efficiency. The new front grille is a honeycomb design with a body-colour surround, while the unmistakable triangular shield set elegantly into the nose is now chrome plated.

The distinctive profile is characterised by slim A-pillars which not only aid forward visibility but provide a seamless, harmonious link between roof and bonnet. The short tail and the way the waist rises towards the rear lends a mild, but not overstated, ?wedge? effect to the styling.

Light, spacious and comfortably trimmed, the cabin?s roominess hasn?t been achieved at the expense of the boot, which has an impressive 18.5 cu ft volume. Naturally, comfort and quietness were priorities, and were achieved through mechanical refinement and effective soundproofing of the bodywork. Extensive use has been made of sound-deadening materials with polyurethane foam forming effective barriers against noise intrusion as well as providing vibration damping.
Large electrically adjustable, body-colour door mirrors mean a broader view behind, polyelliptical headlamps a longer sight at night. And, of course, the leather-rimmed steering wheel accommodates an airbag.

The steering wheel and front seat belt pillar anchorage adjust for height, while the main controls in the new 155 - from the pedals to the gearlever - are designed to be as direct as possible, natural and intuitive in feel. The same ?instinctive? approach was applied to the design and positioning of the column-mounted stalks which are within easy reach of the fingertips and allow the driver to concentrate on the driving. Likewise, the controls sited on the centre console and door panels are convenient and comfortable to use.

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2-litre Twin Spark 16V engine

2-litre 16-valve Twin Spark unit is part of the new modular family of engines (which also includes the very similar 1.8 litre TS 16V unit) built at the brand-new Pratola Serra plant (Avellino). It was designed with the aim of exploiting modular construction for a more streamlined and efficient production process and higher quality standards.

There is more to Alfa?s new 2.0-litre engine than meets the eye. Even the Twin Spark business is more subtle than you might expect. Each combustion chamber has two spark plugs, but they are of different sizes and have different duties. The larger one is central and fires the compressed charge at the beginning of the power phase; the smaller, off at one end of the chamber, sparks 180 degrees later at the end of the exhaust phase, protecting the catalytic converter by ensuring that no unburnt fuel should reach it. Since each cylinder has its own direct-ignition coil, the plug leads are arrayed so that the divided output from each coil is directed to two different cylinders.


Architecturally it is a classic engine, with four cylinders in line beneath a head featuring two camshafts controlling four valves inclined into each combustion chamber. Go into detail, though, and you find that what looks superficially traditional is actually modern and innovative.

Those two overhead camshafts, for instance, can have their relative timing altered so as to vary the amount of overlap between the exhaust and intake events. Alfa Romeo has done this before, but the latest electronic engine-management system now applies a more subtle logic to the control of the variable valve timing. The phase shift is actually less than in the past (a matter of 25 degrees instead of 30), but it moves to give full overlap at as little as 1800 rpm when maximum torque is wanted, and to eliminate overlap either at full power or at idling. By this means, in conjunction with the precise metering of fuel and timing of ignition that are part of the responsibilities of the electronics (along with modulating knock, monitoring emissions, and governing the exhaust gas recirculation system), this new engine reaches a brake mean effective pressure - the only true measure of how efficiently an engine breathes and burns its air and fuel - of 172.5 lb ft/sq in. That is a respectable figure, very respectable when one appreciates that this is not an engine designed to give a peaky power delivery. On the contrary, it maintains at least 90 per cent of its maximum torque with wide-open throttle throughout the speed band from as low as 2500 to as high as 6200 rpm.

In other words, it pulls very strongly all the way. It will tolerate full throttle at as little as 1500 rpm and give rewarding results at the other end of the tachometer scale where the needle is into the red at 7000.

The new engine has numerous technical highlights:

- Hydraulic tappets (with drain-proof circuits to prevent knock) do away with the need for periodic valve clearance adjustment.

- Staged, sequential static ignition system uses two platinum spark plugs of different sizes per cylinder, arranged asymmetrically and designed to last for 62,000 miles. Twin coils are built into the cylinder head.

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The latest generation integrated management system, Bosch Motronic M2. 10.3, not only controls the ignition and sequential indirect injection system but also modulates the variable valve timing operation, controls knock by adjusting advance separately for each cylinder and governs the exhaust gas recirculation system (EGR) built into the cylinder head. The knock control system is active and selective for each cylinder. It achieves peak performance for minimum specific fuel consumption by keeping the ignition advance close to knock level without actually allowing knock to take place.

- Two contra-rotating shafts balance out alternating moving masses. In conjunction with a crankshaft sporting eight counterweights and a torsional vibration damper, and a cast aluminium alloy oil sump design that stiffens the engine/gearbox assembly by having six securing points instead of the usual four, the balancer shafts reduce vibration and noise to typical six cylinder levels.

- A heated throttle body with electromechanical idle actuator ensures prompt engine responses and smooth power delivery.

- A water/oil heat exchanger keeps lubricant properties constant even if the engine is used for long periods at maximum RPM.

- Automatic tensioners for timing, balancer shafts and accessory drive belts are maintenance-free until at least 62,000 miles.
- A three-way catalytic converter with ceramic core and Lambda probe further reduce the already low emission levels achieved through optimisation of combustion parameters.

- A stainless steel exhaust manifold with low thermal inertia helps keep fuel consumption low on short trips by minimising the time required for the catalytic converter to heat up. This reduces harmful emissions and extends catalyst life.

- Peak power is 150bhp-EC (110 kW-EC) at 6200rpm with 138lb ft of torque (186 Nm-EC) at 4000rpm. Between 2500 and 6200rpm, available torque exceeds 90 per cent of the maximum. This gives a high specific output of 76bhp per litre and a power/weight ratio of 115bhp/tonne. The engine meets EC phase 2 emissions standards.

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Mechanics

Notably high-geared rack and pinion steering (just 2.1 turns between locks on the 1.8 and 2.0 litre TS 16V) is hydraulically assisted and is a fine match for MacPherson strut suspension designed from the outset to match the high power of the engines. The chassis strikes an intelligent balance between finely-honed handling and pliant ride comfort. Wheel movements generous enough to deal with a wide variety of road surfaces thanks to the long travel suspension, are closely controlled by precisely calculated spring and damper rates. In addition, the trailing arm rear suspension is designed to provide maximum directional stability, keeping the wheels parallel to the axis of the vehicles at all times. A smooth, quick and positive gear change and well cushioned clutch help minimise driver fatigue.

The disc brakes used all-round are large and ventilated at the front to dissipate heat more quickly. The aim isn?t merely powerful, progressive braking but peak efficiency maintained over prolonged periods of hard use. The vacuum servo modulates pedal pressure accurately, taking the effort out of braking but not the feel. A pressure limiting valve at the rear prevents premature rear-wheel lock-up and effectively ?normalises? pedal sensitivity during heavy braking. ABS anti-lock braking controlled by microprocessor technology is standard equipment.

Alfa Romeos are renowned for their high levels of active and passive safety. Performance goes hand in hand with responsibility and attention to detail. The 155?s cabin ergonomics, for example, ensure that the driver is comfortable but alert. The car?s passive safety features are the result of extensive computer aided design work. Energy-absorbing crumple zones surround the passenger compartment, which is designed to remain intact and protect occupants during a collision. Seat belts have pre-tensioners and are height adjustable, and all the seats have head restraints to minimise the risk of neck injuries. There are no jutting edges on the facia which could cause injury in a crash, and the steering column is of the collapsible safety type with a driver?s airbag standard equipment across the range.


Part of the comprehensive standard security equipment for all 155s is the Alfa CODE electronic key. It has etched external teeth, a microprocessor/transponder printed in the top and thwarts attempts to steal the car by disabling the ignition, short-circuiting leads and changing electrical paths. All 155 versions are also fitted with an alarm as standard equipment.
The 155 range is offered with a comprehensive warranty package including an 8-year corrosion protection warranty, a 3-year paint warranty and a 3-year/60,000 mile mechanical warranty.