Alfa Romeo 1900
The Alfa Romeo 1900 is an automobile produced by Italian car manufacturer Alfa Romeo from 1950 to 1959. Designed by Orazio Satta, it was an important development for Alfa Romeo as the marque's first car built on a production line and first production car without a separate chassis, it was the first Alfa Romeo offered with left-hand drive. The car was introduced at the 1950 Paris Motor Show; the 1900 was offered in two-door or four-door models, with a new 1,884 cc, 90 bhp, 4-cylinder twin cam engine. It was quick and sporty; the slogan Alfa used when selling it was "The family car that wins races", not-so-subtly alluding to the car's success in the Targa Florio, Stella Alpina, other competitions. In 1951, the short wheelbase 1900C version was introduced, it had a wheelbase of 2,500 mm. In the same year the 1900TI with a more powerful 100 bhp engine was introduced, it had bigger valves, a higher compression ratio and it was equipped with a double carburetor. Two years the 1900 Super and 1900 TI Super with 1975 cc engine were introduced.
The TI Super had 115 bhp. Transmission was a 4-speed manual on basic versions and 5-speed manual in Super Sprint version, the brakes were drum brakes; the 1900 live rear axle. Production at the company's Milan plant continued until 1959: a total of 21,304 were built, including 17,390 of the saloons; the chassis was designed to allow coachbuilders to rebody it, the most notable of, the Zagato designed, 1900 Super Sprint coupé, with an improved engine and custom body design. The Alfa Romeo 1900M AR51 is a four-wheel drive off-road vehicle based on the 1900-series. Iginio Alessio general manager of Alfa Romeo, was concerned for the viability of the independent Italian Coachbuilding industry–the advent of the unibody chassis design was threatening to put the carrozzerie out of business. Alessio was a personal friend of Gaetano Ponzoni co-owner of Carrozzeria Touring Superleggera, thus from 1951-1958 Alfa Romeo built five different variations of the 1900 unibody chassis for independent coachbuilders.
Alfa Romeo gave official contracts to Touring to build the sporty 1900 Sprint coupé and to Pinin Farina to build an elegant four seat Cabriolet and Coupé. The availability of a suitable chassis led to many other coachbiulders to build versions of the 1900. Carrozzeria Zagato built a small series of coupés with the unofficial designation of 1900 SSZ, designed for racing with an aerodynamic lightweight aluminium body and Zagato's trademark double bubble roof. One-off specials where numerous from the famous Bertone BAT series of aerodynamic studies, to an infamous sci-fi like Astral spider designed by Carrozzeria Boneschi for Rafael Trujillo the dictator of the Dominican Republic. There was a Barchetta or "Boat Car" made by Ghia-Aigle in Lugano Switzerland designed by Giovanni Michelotti at the request of a wealthy Italian who had two passions: the'Riva' boats and a woman, his mistress, the car has no doors or windscreen wipers. Below is a sortable list of coachbuilt Alfa Romeo 1900s. In 1954, Alfa Romeo made two coupés using similar chassis as the C52 Disco Volante.
In Bertone, Franco Scaglione penned a coupé and a spider. The coupé was known as 2000 Sportiva, it has 138 horsepower. The acceleration is on par with most contemporary exotics and top speed is around 137 mph. Industrias Kaiser Argentina produced between 1960 and 1962 a car named IKA Bergantin in Argentina, the body and suspension was from the 1900 Berlina and engines were from the Willys line, the 4-L 151 cu in and the 6-L 226 cu in. Alfa Romeo 1900 Register
The Sardinians, or the Sards, are the native people and ethnic group from which Sardinia, a western Mediterranean island and autonomous region of Italy, derives its name. The ethnic origin of the Sardinians is unclear: the ethnonym "Srd" belongs to the Pre-Indo-European linguistic substratum; the oldest written attestation of the ethnonym is on the Nora stone, where the word Šrdn bears witness to its original existence by the time the Phoenician merchants first arrived to the Sardinian shores. According to Timaeus, one of Plato's dialogues and its people as well, the "Sardonioi" or "Sardianoi", might have been named after "Sardò", a legendary Lydian woman from Sardis, in the region of western Anatolia; some other authors, like Pausanias and Sallust, reported instead that Sardinians traced their descent back to a mythical ancestor, a Libyan son of Hercules or Makeris revered as Sardus Pater Babai, who gave the island its name. It has been claimed that the ancient Nuragic Sards were associated with the Sherden, one of the Sea Peoples.
The ethnonym was romanised, with regard for the singular masculine and feminine form, as sardus and sarda. Sardinia was first colonized in a stable manner during the Upper Paleolithic and the Mesolithic by people from the Iberian and the Italian peninsula. During the Neolithic period and the Early Eneolithic, people from Italy and the Aegean area settled in Sardinia. In the Late Eneolithic-Early Bronze age the "Beaker folk" from Southern France, Northeastern Spain and from Central Europe settled on the island, bringing new metallurgical techniques and ceramic styles and some kind of Indo-European speech; the Nuragic civilization arose in the Middle Bronze Age, during the Late Bonnanaro culture, which showed connections with the previous Beaker culture and the Polada culture of northern Italy. At that time, the grand tribal identities of Nuragic Sardinia were said to be three: the Iolei/Ilienses, inhabiting the area from the southernmost plains to the mountainous zone of eastern Sardinia. Nuragic Sardinians have been connected by some scholars to the Sherden, a tribe of the so-called Sea Peoples, whose presence is registered several times in ancient Egyptian records.
The language spoken in Sardinia during the Bronze Age is unknown, since there are no written records of such period. According to Eduardo Blasco Ferrer, the Proto-Sardinian language was akin to Proto-Basque and the ancient Iberian, while others believe it was related to Etruscan. Other scholars theorize that there were various linguistic areas in Nuragic Sardinia Pre-Indoeuropeans and Indoeuropeans. In the 9th century BC, the Phoenicians founded cities and ports along the south-west coast, such as Karalis, Bithia and Tharros; the south and west part of Sardinia was annexed by the Carthaginians in the late 6th century BC and the whole island was conquered by the Romans in the 3rd century BC, after the First Punic War. Sardinia and Corsica were made into a single province. Sardinia, with the exception of the innerlands and the central mountainous area called Barbagia, was Latinized during the Roman period, the modern Sardinian language is considered one of the most conservative Romance languages.
Besides, during the Roman rule there was a considerable immigration flow from the Italian peninsula into the island. Roman colonies were established in Porto Torres and Usellus. Strabo gave a brief summary about the Mountaineer tribes, living in what would be called civitates Barbariae, who refused assimilation during Roman rule, Geographica V ch.2:There are four nations of mountaineers, the Parati, Sossinati and the Aconites. These people dwell in caverns. Although they have some arable land, they neglect its cultivation, preferring rather to plunder what they find cultivated by others, whether on the island or on the continent, where they make descents upon the Pisatæ; the prefects sent sometimes resist them, but at other times leave them alone, since it would cost too dear to maintain an army always on foot in an unhealthy place. After the fall of the Western Roman Empire, Sardinia was ruled in rapid succession by the Vandals, the Byzantines, the Ostrogoths and again by the Byzantines. During the Middle Ages, the island was divided into four independent Kingdoms.
The Doria founded the cities of Alghero and Castelgenovese, while the Pisans founded Castel di Castro and Terranova. Following the Aragonese conquest of the Sardinian territories belong
Carlo Chiti was an Italian racing car and engine designer best known for his long association with Alfa Romeo's racing department. Born in Pistoia, Chiti graduated with a degree in aeronautical engineering from the University of Pisa in Italy in 1953, he designed the Alfa Romeo 3000 CM sports car. When Alfa Romeo's competition department was closed down in the late 1950s Chiti was invited to join Scuderia Ferrari. At Ferrari Chiti was involved with the design of the 1958 championship winning car Ferrari 246 F1 together with Vittorio Jano and the Ferrari 156 Sharknose car, with which Phil Hill won the 1961 championship. In 1962 Chiti walked out to join the breakaway ATS Formula One team formed by a number of disaffected ex-Ferrari personnel; the ATS project was not successful and did not last long and in 1963 Chiti re-entered competitive motor racing through a new project, Autodelta. Autodelta enabled Chiti to rekindle his association with Alfa Romeo, for whom he designed a V8 and a flat-12 engine for their Alfa Romeo Tipo 33 sportscars.
These were successful, winning the 1975 World Championship for Makes and 1977 World Championship for Sports Cars. At this time, Chiti became involved in Formula One again, through the Brabham team, who signed an agreement with Alfa Romeo to use Chiti's engines. There was some success – Niki Lauda won two races in a Brabham BT46 with the Alfa engine in the 1978 Formula One season. Brabham designer Gordon Murray persuaded Chiti to produce a V12 engine to allow ground effect to be exploited by the team. However, during the 1979 Formula One season, Brabham's owner Bernie Ecclestone announced that the team would switch to Ford for the next season, prompting Chiti to seek permission from Alfa Romeo to start developing a Formula One car on their behalf; the partnership with Brabham finished before the end of the season. The Alfa Formula One project started with some promise but was never successful; the team achieved two pole positions, with Bruno Giacomelli leading much of the 1980 United States Grand Prix before retiring with electrical trouble.
Tragedy occurred when Patrick Depailler was killed testing for the 1980 German Grand Prix at the Hockenheimring. The team's best season was 1983, when Chiti designed a turbocharged 890T V8 engine, Alfa Romeo achieved 6th place in the constructors' championship thanks to two second-place finishes for Andrea de Cesaris. In 1984 Chiti left Alfa Romeo to set up another company, Motori Moderni which concentrated on producing engines for Formula One; the company produced a V6 turbo design, used by the small Italian Minardi team. When the banning of turbos from Formula One was announced, Chiti designed a new 3.5 litre atmospheric flat-12 engine. This was taken up by Subaru, who badged it for use in their brief and unsuccessful entry into Formula One with the tiny Coloni team in the 1990 Formula One season. Carlo Chiti died in 1994 in Milan. In 1999, Koenigsegg bought blueprints, machining tools and the patent for an unused 4 litre Chiti designed Formula One flat-12 engine. Www.grandprix.com www.gpracing.net192.com www.historicracing.com FORIX.com: Grand Prix engine designers
Milan is a city in northern Italy, capital of Lombardy, the second-most populous city in Italy after Rome, with the city proper having a population of 1,372,810 while its metropolitan city has a population of 3,245,308. Its continuously built-up urban area has a population estimated to be about 5,270,000 over 1,891 square kilometres; the wider Milan metropolitan area, known as Greater Milan, is a polycentric metropolitan region that extends over central Lombardy and eastern Piedmont and which counts an estimated total population of 7.5 million, making it by far the largest metropolitan area in Italy and the 54th largest in the world. Milan served as capital of the Western Roman Empire from 286 to 402 and the Duchy of Milan during the medieval period and early modern age. Milan is considered a leading alpha global city, with strengths in the field of the art, design, entertainment, finance, media, services and tourism, its business district hosts Italy's stock exchange and the headquarters of national and international banks and companies.
In terms of GDP, it has the third-largest economy among European cities after Paris and London, but the fastest in growth among the three, is the wealthiest among European non-capital cities. Milan is considered part of the Blue Banana and one of the "Four Motors for Europe"; the city has been recognized as one of the world's four fashion capitals thanks to several international events and fairs, including Milan Fashion Week and the Milan Furniture Fair, which are among the world's biggest in terms of revenue and growth. It hosted the Universal Exposition in 1906 and 2015; the city hosts numerous cultural institutions and universities, with 11% of the national total enrolled students. Milan is the destination of 8 million overseas visitors every year, attracted by its museums and art galleries that boast some of the most important collections in the world, including major works by Leonardo da Vinci; the city is served by a large number of luxury hotels and is the fifth-most starred in the world by Michelin Guide.
The city is home to two of Europe's most successful football teams, A. C. Milan and F. C. Internazionale, one of Italy's main basketball teams, Olimpia Milano; the etymology of the name Milan remains uncertain. One theory holds that the Latin name Mediolanum planus. However, some scholars believe that lanum comes from the Celtic root lan, meaning an enclosure or demarcated territory in which Celtic communities used to build shrines. Hence Mediolanum could signify the central sanctuary of a Celtic tribe. Indeed, about sixty Gallo-Roman sites in France bore the name "Mediolanum", for example: Saintes and Évreux. In addition, another theory links the name to the boar sow an ancient emblem of the city, fancifully accounted for in Andrea Alciato's Emblemata, beneath a woodcut of the first raising of the city walls, where a boar is seen lifted from the excavation, the etymology of Mediolanum given as "half-wool", explained in Latin and in French; the foundation of Milan is credited to two Celtic peoples, the Bituriges and the Aedui, having as their emblems a ram and a boar.
Alciato credits Ambrose for his account. The Celtic Insubres, the inhabitants of the region of northern Italy called Insubria, appear to have founded Milan around 600 BC. According to the legend reported by Livy, the Gaulish king Ambicatus sent his nephew Bellovesus into northern Italy at the head of a party drawn from various Gaulish tribes; the Romans, led by consul Gnaeus Cornelius Scipio Calvus, fought the Insubres and captured the city in 222 BC. They conquered the entirety of the region, calling the new province "Cisalpine Gaul" – "Gaul this side of the Alps" – and may have given the site its Latinized Celtic name of Mediolanum: in Gaulish *medio- meant "middle, center" and the name element -lanon is the Celtic equivalent of Latin -planum "plain", thus *Mediolanon meant " in the midst of the plain". In 286 the Roman Emperor Diocletian moved the capital of the Western Roman Empire from Rome to Mediolanum. Diocletian himself chose to reside at Nicomedia in the Eastern Empire, leaving his colleague Maximian at Milan.
Maximian built several gigantic monuments, the large circus, the thermae or "Baths of Hercules", a large complex of imperial palaces and other services and buildings of which fewer visible traces remain. Maximian increased the city area surrounded by a new, larger stone wall encompassing an area of 375 acres with many 24-sided towers; the monumental area had twin towers. From Mediolanum the Emperor Constantine issued the Edict of Milan in 313 AD, granting tolerance to all religions within the Empire, thus paving the way for Christianity to become the dominant religion of Roman Europe. Constantine had come to Mediolanum to celebrate the wedding of his sister
Wifredo Pelayo Ricart Medina was a Spanish engineer and executive manager in the automotive industry, who spent his professional career in Spain and Italy. Born in Barcelona, Ricart graduated in 1918 as an industrial engineer, his first job was in a Hispano-Suiza dealer, but he soon moved to a new company, Motores Ricart-Perez, that produced industrial engines. At that time, in the wake of Hispano-Suiza's automotive success, Barcelona swarmed with automotive initiatives. In this technically exciting environment, Ricart became interested in automobile engineering, in 1922 designed his first car, it featured a 4-cylinder, 16-valve 1.5-liter engine, advanced for its time. Two of these cars ran in the Barcelona Grand Prix for voiturettes, one winning its second race, a few months later. In 1926, Ricart founded his own company, Motores y Automóviles Ricart, in October presented two prototypes of the new Ricart car at the Paris Motor Show, gaining a lot of attention. Financial difficulties compelled Ricart to merge his company with the one of industrial tycoon Felipe Batlló, to produce cars under a new brand, Ricart-España.
It was for this company he designed a new model addressed to the high segment of the market, with a 2.4-liter 6-cylinder engine. Again this venture failed due to the general economic slump. In 1930, Ricart became a member of the American Society of Automotive Engineers and he established himself as an independent consultant, working for different European firms. In 1936 he started to work as Chief Engineer for Special Projects, he remained in Alfa for eight years, the most professionally fruitful in his life, aside from his time on, at Pegaso. In Alfa Romeo he developed many engines, from aviation to racing cars. There he met Enzo Ferrari, it seems the two characters did collide somehow, for Ferrari evidently blamed Ricart for being fired from Alfa Romeo before World War Two: There was no doubt what Ferrari thought when he heard that a Spanish lorry manufacturer was building cars fit to rival his. Ferrari had a long memory, still smarted over his dismissal from Alfa Romeo before the war, he blamed this on a certain engineer, in a famous outburst criticized this engineer's designs for an engine whose crankshaft'revolved like a skipping rope,' and a racing car which was'outdated, good only for scrap or a museum'.
"With sleek, oiled hair and smart clothes that he wore with a somewhat levantine elegance,' Ferrari wrote afterwards,'he affected jackets with sleeves that came far down below his wrists, shoes with enormously thick rubber soles.' The reason for the thick soles, this engineer explained to Ferrari, was because,'A great engineer's brain should not be jolted by the inequalities of the ground and needed to be sprung.' It said a good deal more for Wilfredo Ricart's sense of humour than Enzo Ferrari's that he was taken seriously. Vittorio Jano described Ricart as a man of profound intellect, it is true that some of his designs were monuments of complexity, sometimes impractical, but the same was said of Leonardo da Vinci. His fatal Alfa Romeo 512 was a horizontally opposed 12 cylinder, rear-engined racing car with a centrifugal supercharger giving 335 bhp from 1.5 litres. He had abandoned the Type 162, a 3 litre planned to give 560 bhp, with two carburettors, 3 stage supercharging with five compressors, 16 cylinders, 64 valves.
By 1940 he was working on a 4-bank 28 cylinder radial aero-engine, the following year designed a unitary construction road car for postwar production with all independent suspension, a twin-cam 2 litre engine, a gearbox integral with the final drive — a radical layout not unlike that adopted for the Alfetta Coupe of 1974. In 1945, with Italy devastated by the II World War, Ricart returned to Barcelona, shortly he managed to be hired by the American Studebaker corporation, but just before leaving for the USA, he was proposed to lead the creation of a new Spanish automotive group, Enasa, to be built over the remainings of the Spanish arm of Hispano-Suiza, he accepted, for several years he struggled to get a modern, technically advanced and truck maker from a country and morally devastated from the Civil War. In the early fifties, the results of Ricart's efforts were visible: In October 1951, in the Paris Motor Show a newcomer attracted all the looks; this was above all an image coup, as the real objective of Enasa creation was the massive industrial vehicles production.
But in this respect, Ricart had too every reason to feel proud: the Pegaso Diesel and Z-207 trucks, the Z-403 and Z-404 coaches or the Z-501 trolleybus, last but not least the new from scratch Enasa plant in Barajas were not only technical successes, but situated Spanish automotive industry in the best starting point to cope with the impressive economic development Spain undertook in the 60s and 70s. Ricart resigned as Enasa CEO in 1959, criticized for paying more attention to technical innovation than to economic realities. From on he returned to his free lance consultant activities, as he was recognized as one of the most skilled and experienced automotive engineers. In his last years he increased his significant collaboration with several professional bodies, like S. A. E. FISITA, S. T. A, he served as President of FISITA, the International Federation of Automotive Engineering Societies, from 1957 to 1959. Mosquera, Carlos & Coma-Cros, Enrique. Ricart-Pegaso. La pasion del automóvil. Arcris Ediciones.
ISBN 84-404-2916-9. Dymock, Eric. Postwar sports
Polytechnic University of Turin
The Polytechnic University of Turin is a partly-public engineering university based in Turin, Italy. Established in 1859, it is Italy’s oldest technical university; the university offers several courses in the fields of Engineering and Industrial Design. The Regio Politecnico di Torino was established in 1906; the present-day institution was preceded by the Scuola di Applicazione per gli Ingegneri and the Museo Industriale Italiano founded in 1862 by the Ministry of Agriculture and Industry. The Technical School for Engineers was part of the University, which led to technical studies being accepted as part of higher education. In those times Italy was about to begin a new industrial era, which the Industry Museum was to address more directly thanks to famous scholars and researchers dealing with new subjects such as electrotechnics and building science; the new school was concerned with the needs of the Italian society and its development perspectives. Like other well known Polytechnic Schools in the first years of the 20th century the Regio Politecnico di Torino had several goals and began contacting the European academic world and the Italian industry.
Aeronautics began as a subject. Students from all over Italy came to Turin and found in the new laboratories built for the study of various subjects ranging from chemistry to architecture in a positive and helpful atmosphere. During November 1958 a large complex of buildings located in Corso Duca degli Abruzzi was inaugurated in order to expand the volume and the facilities offered by the historical headquarters of Valentino Castle, given in 1859 to the Technical School for Engineers. In the 1990s, new teaching campuses were opened in Alessandria, Biella and Mondovì. Campuses of the Politecnico di Torino draw inspiration from the structure of Anglo-Saxon ones, with multipurpose buildings for teaching and applied research and services to the students in Turin, a regional network of technological centers, dedicated to research activities, technological transfer, specialist education and services to the region; the historical and representative base of the Politecnico is in the town, on the River Po: the Castle of Valentino, a House of Savoy of the 17th Century.
It is the main teaching campus for Architecture and has an area of 23.000 sq. m. The big complex in corso Duca degli Abruzzi – with 122.000 sq. m. the main campus of Engineering – was opened in 1958 and it is completed by the Cittadella Politecnica: a modern complex of 170,000 sq. m. adjoining to the main building, including areas dedicated to students, research activities, technological transfer and services. The newest campus is the Design and Sustainable Mobility Citadel, in an area adjoining to the manufacturing establishment of Mirafiori, FIAT manufacturing facility, remodeled as well as the Lingotto building, which hosts the Master School. STUDENTS 32.000 students 30% women 42% students from outside Piedmont 16.5% international students 4,900 first year students 12% first year international students 400 Specialization Master students 633 PhD students PROGRAMS 28 Degree programs 32 MS Degree programs 18 Courses in English 6 I level Specialization Masters 27 II level Specialization Masters 24 PhD programs 6 Advanced training programs 1 Specialization programGRADUATES 5,371 graduates in 2012 2,802 first cycle level graduates 2,569 second cycle level graduates Employment rate of second cycle students one year after graduation: 74.5% 42% have permanent contracts Research activities, in particular, are structured in four macro-areas: Industrial Engineering.
DEPARTEMENTS The two souls characterizing Departments are research and teaching. Departments indeed carry out duties of coordination, promotion of research and management of the teaching activity, following the recent reform of the University system. DAD – Department of Architecture and Design DAUIN – Department of Control and Computer Engineering DENERG – Department of Energy DET – Department of Electronics and Telecommunications DIATI – Department of Environment and Infrastructure Engineering DIGEP – Department of Management and Production Engineering DIMEAS – Department of Mechanical and Aerospace Engineering DISAT – Department of Applied Science and Technology DISEG – Department of Structural and Building Engineering DISMA – Department of Mathematical Sciences DIST – Interuniversity Department of Regional and Urban Studies and Planning Politecnico di Torino has agreement with Turin Polytechnic University in Tashkent Uzbekistan. There Politecnico di Torino prepare students in the field of Mechanical Engineering, Computer science and Civil engineering.
The main courses offered are architecture, architectural engineering, industrial design, aerospace engineering, automotive engineering, biomedical engineering, chemical engineering, civil engineering, computer engineering, electrical engineering, electronic engineering, environmental engineering, energy engineering, engineering physics, material engineering, mechanical engineering, mining engineering, nuclear engineering, nanotechnology
Alfa Romeo Alfetta
The Alfa Romeo Alfetta is a front-engine, five-passenger sedan and fastback coupé manufactured and marketed by Alfa Romeo from 1972-1987 with a production total over 400,000. The Alfetta was noted for the rear position of its transaxle and its De Dion tube rear suspension — an arrangement designed to optimize handling by balancing front/rear weight distribution, as well as maintaining a low polar moment of inertia and low center of gravity; the interior of Coupé models featured a unusual central tachometer placement — by itself, directly in front of the driver. The Alfetta name, which means "little Alfa" in Italian, derived from the nickname of the Alfa Romeo Tipo 159 Alfetta, a successful Formula One car which in its last iteration paired a transaxle layout to De Dion tube rear suspension — like its modern namesake; the Alfetta introduced a new drivetrain layout to the marque. Clutch and transmission were housed at the rear of the car, together with the differential for a more balanced weight distribution, as used on the Alfetta 158/159 Grand Prix cars.
The suspension relied on double wishbones and torsion bars at the front and a De Dion tube at the rear. When leaving the factory all Alfettas fitted Pirelli Cinturato 165HR14 tyres; the rear de Dion transaxle found on the Alfetta and derivatives- GTV, 90 and 75- provided these cars with excellent weight distribution. The handling advantages were noted in contemporary reviews; the transaxle design, in combination with a Watt's parallelogram linkage, inboard rear brakes and a well-located de Dion rear suspension, resulted in balanced traction and handling. The front suspension design was unusual in that it incorporated independent longitudinal torsion bar springs acting directly onto the lower wishbones and with separate dampers; the Alfetta saloon was launched in 1972, with a 1.8-litre four-cylinder as a three-box, four-door, five-passenger notchback saloon designed in-house by Centro Stile Alfa Romeo. The front end was characterised by twin, equal-sized headlamps visually connected to a central narrow Alfa Romeo shield by three chrome bars, while the tail lights featured three square elements.
At the 1975 Brussels Motor Show Alfa Romeo introduced the 1,594 cc, 108 PS Alfetta 1.6 base model, distinguished by its single, larger round front headlights. Meanwhile, the 1.8-litre Alfetta was rebadged Alfetta 1.8 and a few months mildly restyled, further set apart from the 1.6 by a new grille with a wider central shield and horizontal chrome bars. Engines in both models were Alfa Romeo Twin Cams, with two overhead camshafts, 8-valves and two double-barrel carburettors. Two years the 1.6 was upgraded to the exterior and interior features of the 1.8. In 1977 a 2.0-litre model was added. Launched at the March Geneva Motor Show, the Alfetta 2000 replaced the outgoing Alfa Romeo 2000; this range-topping Alfetta was 10.5 cm longer than the others, owing to a redesigned front end with square headlights and to larger bumpers with polyurethane inserts. Just a year in July 1978, the two-litre model was updated becoming the Alfetta 2000 L. Engine output rose from 122 PS to 130 PS; the Alfetta 2000 was marketed as the Alfa Romeo Sport Sedan in the United States, where "Alfetta" had less recognition than Europe.
The 2000 received fuel injection in 1979. A turbodiesel version was introduced in late 1979, the Alfetta Turbo D, whose engine was supplied by VM Motori. 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, but no standard power steering, despite additional 100 kg carried by the front axle; the turbodiesel, a first on an Alfa Romeo's passenger car, was of 2.0 litres and produced 82 PS. The Alfetta Turbo D was marketed 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, it was shown at the Frankfurt Motor Show; the 130 PS 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. 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, by 25% in comparison to the regular production carburetted 2.0-litre. After the first trial, in 1983 a small series of 1000 examples was put on sale, offered to selected clients. Despite this second experimental phase, the project development ended. Fuel injected, US-specification versions of the Alfetta were sold as limited editions in some European countries. In November 1981 the updated "Alfetta'82" range was launched, comprising 1.6, 1.8, 2.0 and 2.0 Turbo Diesel models. All variants adopted the interior of the 2.0-litre models. All Alfettas had black plastic rubbing strips, side sill mouldings