Selespeed is both a manual and an automatic, yet each is a little different from its regular counterpart. It needs time to get used to it. And even then, the lurching “hole” as it smoothes out brisk first-to-second upshifts, and its inability to always correctly read the driver’s intentions, remain ever-present (albeit minor) irritations. Allied to the 156’s firm but never frantic ride, sabre-like steering and peerless performance, shifting gears at the mere prod of a thumb (once the 156 is rolling) becomes a novelty that’s hard to put down. The thumb-shifters aren’t ideally placed (“paddles” behind the wheel would be easier) and, contrary to expectations, our youthful test Alfa Romeo car didn’t prove quite as brisk or economical as a regular five-speed manual we tested previously.

Even without Selespeed, the Alfa Romeo 156 is a highly desirable piece of engineering. Adding Grand Prix-style gearshifting (although neither as cheap nor quite as polished in execution as we’d like) makes this rewarding family saloon even more fun. It’s not quite flies-in-the-teeth Formula One stuff, but it’s as close as most of us are likely to get.

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Alfa Romeo 156 Performance Car Test Result PDF Manual Guide

So when we met in his busy ristorante – always a good sign when every table’s taken on a Tuesday – we drank, we ate and we talked, for hours, about cars. Time to meet the second character in our story. Craig Aspin is a car salesman. He works at the Caledonia Alfa Romeo dealership in Preston (and was keen for me to point out his title is actually Brand Manager. Which I just did). Like Luciano, Craig is a passionate man – most car salesmen are. The crucial difference is that Craig isn’t obsessed with the size of his desk, the proximity of his parking space to the front door or even his golf swing. He is that rare individual: a car salesman who actually likes cars. Unveiled to a suitably impressed public at the Bologna Motorshow back in 2002, the 156 GTA AM promised 3.5 litres of ripsnortin’ V6 and 300bhp through the front wheels. To get the power down it was equipped with whopping 19in alloy wheels and high-performance rubber fatter than one of the guests on an American daytime television show entitled Help! I’m 350 pounds… and gaining! The ever-so-deep front splitter gave it the look of a predatory shark and wouldn’t have lasted five minutes on the pothole-strewn streets of Milan or Manchester but wasn’t a problem in the air-conditioned halls of the Geneva Salon where it made its second appearance. For maximum impact it was painted in Batmobile black.

Luciano Cappiello wanted one. It was now down to Craig to try to secure a 156 GTA AM from what was rumoured to be a total production run of just 1000 cars. Perhaps. He tried Alfa here in the UK and got a non-committal answer. Undeterred, he took his enquiry to the Italians. Of course he then discovered that in Italy the non-committal answer is an art form. A couple of months passed. Everyone got a bit older. Craig kept on talking to people who told him that the car would certainly, almost definitely in fact, be put into – strictly limited – production but wouldn’t actually take an order or cash deposit for it. Most car salesmen would have given up by now; after all, it’s only one car and one customer. But then, like I’ve already explained, Craig is no ordinary car salesman. He called Luciano: “I’ve got good news and bad news. The bad news is that Alfa Romeo isn’t going to build the156 GTA AM. The good news? I know a man who can.” And so do you, probably, because the man was Jano Djelalian, of Autodelta. Now that the factory race team is back under the Autodelta banner this can cause some confusion. So let’s just say that the Autodelta we’re talking about here is the one which has been making Alfas stronger and faster and even better to look at for the past 20 years, from its premises in North London. Over the next six months the car took shape. And what a shape. It was never just a question of Luciano writing a big cheque and collecting his car when they decided it was ready. And it was never about producing a replica Alfa show car. There was plenty of collaboration and consultation with ideas and drawings flying in both directions. For a start this one is quite a bit more powerful with the engine opened out to 3.7, rather than 3.5, litres. It has 330bhp.

The last thing Jano wanted was to lose the outstanding features that made the factory 156 GTA such a great car; namely the immediate and flexible nature of the engine and the enormous poise of a chassis and suspension that manages to deliver an exciting and involving driving experience for the enthusiast – allied to a sumptuous level of comfort. To find out if he’d succeeded we all made the trek to Auto Italia’s test track. With Luciano sitting next to me exuding good humour I wasn’t about to alter his mood with a clutch-frying tyre- shredding test of performance that Autodelta claims is five seconds 0-60mph and a top speed of 175mph. Also Luciano and Jano are both big fans of the Selespeed style of switching gear ratios. I’m not, at least not in a road car. I can see how it shaves tenths off lap times but for me it sacrifices too much of the engagement with the car. So it took me a couple of laps to get back into the groove of changing up and down the six- speed ‘box PlayStation-style. A couple of laps and I was really starting to enjoy a car that, although not supercar fast, offers a level of performance considerably different from that offered by the factory. While the character of a V6 engine that has seduced so many of us down the years is entirely intact – responsive, gutsy and sonorous – it is the sophistication of this car that leaves a lasting impression.

If I told you what Jano had to say about the standard Brembo braking equipment that arrests the progress of the factory-spec GTA, then a lot of people at Alfa Romeo would be very upset. Mind you, he wouldn’t be the first to point out that while a GTA has very little problem going, it’s the stopping that’s been less than marvellous. Jano’s solution was to bin the Brembos and grip substantially bigger discs with six-pot calipers from those lovely and talented people at AP Racing. Too many times, though, I’ve driven cars with this level of enhanced performance that have ended up with the ride and handling characteristics of a frightened donkey. Not this one. Jano persuaded Luciano to forego the considerable visual impact of 19in alloys and go for 18s instead. As Jano explains, “The 18s offer better tyre choice, they preserve steering feedback and they’re actually made to fit on an Alfa.” And they look damn sexy, if you like that sort of thing. And I do.

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Alfa Romeo 156 GTA AM Autodelta’s Magic Ingredients PDF Manual

The width has been harnessed to just under one meter and 90, whilst the height stretches to 1,474 mm, the right compromise between flowing line and flagship ease of accommodation. As always, albeit waging a provocation from a styling point of view, Giugiaro has not wandered from his personal tradition underpinned by creating concept cars that can be also manufactured in series. The front of a modern Alfa cannot but commence from the ninth power evolution of the Marque’s grille. In the Visconti, it grows bolder in size and dominates, even more than in the past, the front end, whether due to the size of the vehicle or its flagship role. In this interpretation, the powerful outline of the Alfa brand identity is crossed, as on the more recent Alfa series, by small chromed strips, which here, however, are more thick and farther away from one to the other. The circular brand log is surmounted by a chromed eyelid that stretches across the engine bonnet pushing through a slender trimming – chromed as well – that runs up to the windshield base.

There are six air intakes on the front-end, two at the fender base, two in proximity to the lower part of the grille (which also house the fog lights), plus two on headlight inside rims. However, more than just a question of aesthetics, these seemingly in excess air intakes are the result of the expertise gained during the industrial development of the Brera, which, in its preliminary definition, did not ensure enough airflow for a turbo-engine car. Unlike the traditional 4-door three-volume sedans featuring a tapering engine bonnet, the Visconti has a short and compact front grille, which, rather than transuding grandeur, attempts to transmit a sense of power lying in wait to leap. Also pushing through this front volume layout was compliance with pedestrian- impact new standards, scheduled for enactment part way 2005, which call for more vertical fronts and more raised engine bonnets. Fresh and simple body side, with an elaborated tail-end full of surprise The body side is incredibly fresh. The traditional outline that connects ideally the two wheelhouses is merely a sheet metal pleat, barely noticeable.

Without doubt, the low-lying and spinning tail-end is the more unusual aspect of the Visconti. Indeed, from a three-quarter front view, the car looks just like a two-volume. Moving to view from the side, starting however to emerge – between the powerful relief of the high wide shoulder of the rear wheel-arches – is a real and proper boot, albeit presenting a downward curved line. Accordingly, it is from the rear three-quarter view that the boot shows itself not just to be a hint of shadow, but a generous volume of space, allowing 458 liters of carrying capacity. From a historic matrix standpoint, the shaping of the low, muscular and cut-off tail-end reflecting a dash of the “Fifties” is not so much an absolute novelty as the recapture and modernization of the solutions that made certain Alfa models, like the Pescara 6C, so famous. Dominating the full view from rear are the mighty all-embracing optic units, which, with a circular motive designed inside, weave their way from the body side.

Along with the styling, beyond dream mechanics From a mechanics stand point, the Visconti theorizes the use of a V6 3.2 liter JTS direct injection biturbo petrol engine, with 405 horsepower capability and 680 Nm pairing. The 6-gear automatic gearbox provides for permanent all-wheel drive with rear wheel steering as well, whilst vehicle stability is ensured – other than by the VDC, an Alfa Romeo interpretation of the ESP – by use of stabilizer rod active control. Comfort is assured by the suspension pneumatic springs, which also enable the electronic control of the height from the ground, whilst Brembo CCM ceramic composite plates pave the way towards exceptional braking performance.

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Alfa Romeo Visconti Premium Platform PDF Cars Specification

This material is designed to absorb the moisture that has seeped into the A/C system. Moisture in an A/C system can form corrosive contaminates that will cause rapid system failure. It is very important to remove all moisture from the A/C system before charging. REPLACE OR INSPECT THE CONTROL DEVICES The orifice tube is a control and filter device for accumulator systems, and should always be replaced to ensure proper refrigerant and oil flow through the system. The thermal expansion valve is the control device for systems using a receiver/drier. It should be examined and replaced, if found to be contaminated. A Clean A/C System is Imperative When a compressor fails, tiny internal particles mix with oil and spread throughout the entire system. This contaminated oil, as well as moisture and other corrosives must be removed to avoid premature failure of the replacement compressor. Clean the entire system thoroughly with an effective cleaning agent and/or replace contaminated parts. Air alone does not remove contaminants.

Two methods used today are effective in removing oil and contaminants: (1) liquid cleaning with an effective cleaning agent Flushing with Dura Flush II or similar non-oil based flush designed specifically for automotive A/C use, is a proven method to clean A/C system components when used with a flush cylinder and pressurized air. Closed loop flushing with a power flush machine and the machine manufacturer’s approved solvent is an effective method to clean A/C system components. This cleaning method is utilized by several major OE service providers. (2) closed loop power cleaning using a refrigerant.

To ensure proper compressor lubrication, install half the required system oil in the suction side. This may require turning the compressor shaft as the oil is installed. The remaining amount of required system oil should be installed in the accumulator or low side of the system. To ensure that the front seal is lubricated and does not leak, after the oil is installed, the compressor must be placed or held with the front seal down for 1 to 3 minutes, to allow oil to coat the seal. If this seal is not lubricated before installation, refrigerant may leak.

Use only the recommended Refrigerant Type and Amount Only R12 or R134a can be used to maintain proper system performance. The correct amount of charge is critical for system efficiency and durability, because the refrigerant carries the lubricant through the system. Specifications can be found in the Capacities Guide, the under hood decal or an O.E. service manual. Tip!!! Dual A/C systems require additional refrigerant and oil, check vehicle specifications. Compressor Rotation Always rotate the compressor shaft at least 10 revolutions after the hoses are connected and prior to starting the engine. This will pump the excess liquid lubricant out of the compressor cylinders and into the system. Clutch Clutch coil voltage should be within one volt of system operating voltage. Anything less weakens the magnetic force of the clutch allowing slippage, increased heat, and failure. Clutch air gap (between hub and pulley) is important and should be checked before installation to ensure no changes have occurred during shipping and handling. Ask your suppliers for air gap specifications.

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Alfa Romeo Compressor PDF Installation Instructions

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Alfa Romeo Duetto Finest Hardtop PDF Installation Instructions

CHARGING CIRCUIT REGULATOR OPERATING PRINCIPLES CONSTRUCTION
The alternator output ¡s regulated by a resistance inserted in the alternator field circuit by the regulator. Such a resistance is connected across the regulator terminals D+ and DF. The armature is under the tension of a spring which holds the points together for contact with the terminal D+ until it is overcome by the magnetism of the regu- lator winding parallel connected to the alternator terminals D+ and D-

OPERATION
When the alternator starts, the output voltage is lower or barely attains 12 volts. Thus, full current flows from terminal D+ through armature points to the alternator field winding (DF). As the alternator output increases the magnetism in the regulator winding also increases. When the voltage for which the regulator is set (about 13.8 volts) has been reached, the armature is pulled toward the core and the D+ points separate. The current bypasses the air gap between points and, flowing through the resistance in the alternator field circuit (a small part also flows back through the armature which is grounded via the other sets of points now closed) causes the alternator output to drop. As a consequence, the magnetic strength in the winding more also drops thus permitting the armature spring to pull the armature away from the core and the D+ points to close again. The entire sequence is repeated more or less rapidly according to the alternator RPM. The regulator is factory set; therefore, if any trouble is experienced, do not attempt to repair the regulator but replace it with a new one….

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Electric Unit – Charging System Bosch 14V 35A Altenator

Step 2 – Remove debris from the spark plug hole, (canned air works best) then use a socket wrench and spark plug socket to loosen and remove the spark plug (counter clockwise). Before you remove the spark plugs, mark the plug wires to identify their positions in the firing order, this will help to make sure they do not get mixed up. Always use a spark plug socket to remove the spark plugs. We use a spark plug socket because the inside of the socket is lined with rubber to help cushion the spark plug insulator, which is made of porcelain and can be easily cracked or broken removing or installing. If a spark plug insulator is cracked or broken the engine will misfire as the ignition spark will travel to the engine block (ground) instead of the spark plug gap (between the electrodes). Before installing spark plugs always inspect the spark plug mounting hole threads, check for rust and debris, clean and lubricate as needed. If spark plug threads are damaged use a thread cleaner or tap
loaded with grease to catch the metal chips that would go into the combustion chamber. Also use a can of compressed air with the long plastic extension the can comes with the can and insert into the spark plug hole down into the cylinder and blow excess partials out (cover your eyes from air-born debris) to help the removal of additional particles. When removing the spark plugs organize them according to their related cylinder. Next compare your spark plugs to those on the chart below for potential or present problems. Inspect spark plug condition (chart below).

Step 3 – When reinstalling new plugs be sure the spark plugs you are installing are made for your car and engine size. Do not install spark plugs just because they fit, design issues can cause internal engine damage, example: if the spark plug electrode is to long it can damage the piston. Use a spark plug gapping tool to check the measurement between the electrodes, most spark plug gaps are between .035 and .045. This gap is
important because it determines the amount of resistance used to “time” the ignition system. An incorrect spark plug gap will result in low power, poor mileage and possibly a check engine light notice. For the exact measurement for your car consult a car repair manual. Remove the spark plug from the box or container and inspect the new plug for damage that could have occurred in shipping. A spark plug has a porcelain isolator that
is fragile and can crack easily. Reinstall the spark plug and install the new spark plug wire. Most of the time a spark plug will come “pre-set” and ready to install. Continue the process until all spark plugs and spark plug wires have been replaced. Be sure to use OE (original equipment) parts for your car or truck to insure the proper performance from your vehicle.

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Alfa Romeo Vehicle Spark Plug PDF Owners Manual

Maserati Quattroporte_Granturismo protocol is compatible with the following car models:
• Maserati Quattroporte from 2007
• Maserati Granturismo (all models)
• Alfa Romeo 8 C competition
These cars use CAN to communicate parameters to AIM data-loggers; the image here
below shows the standard CAN communication setup.

In order to get ECU data it is enough to connect AIM logger to DLC. DLC connector is placed on the left of the steering column under the dashboard (see image below). Lift the plastic cover to find it. Note: The image above refers to Maserati GT, DLC position could be different on the other compatible cars models. To connect AIM logger to the vehicle (see the image below):
• connect pin 6 of DLC connector to AIM cable labelled CAN+
• connect pin 14 of DLC connector to AIM cable labelled CAN-. 2Chapter 3 – Communication protocol Channels received by AIM loggers connected to Maserati or Alfa Romeo DLC (CAN ECU) are…

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Maserati Quattroporte / GT and Alfa Romeo OBDII Connection PDF Manual