| Alfa Romeo V6 engine | |
| Designer: | Giuseppe Busso |
| Aka: | Alfa Romeo V6 Busso |
| Manufacturer: | Alfa Romeo (1979-1986) Alfa Lancia Industriale (1987-1991) Fiat Auto (1991-2005) |
| Configuration: | 60° V6 |
| Production: | 1979–2005 |
| Predecessor: | Alfa Romeo straight-6 |
| Successor: | JTS engine |
| Bore: | 80mm 88mm 93mm |
| Stroke: | 66.2mm 68.3mm 72mm 72.6mm 78mm |
| Displacement: | 1996cc 2492cc 2784cc 2934cc 2959cc 3179cc |
| Turbocharger: | Mitsubishi TD 05H (164)[1] Garrett T25 (GTV,166)[2] [3] |
| Weight: | 2.5 V6 135kg (298lb) (without ancillaries)[4] 375lb Alfa Romeo SOHC V6[5] |
| Block: | Aluminium |
| Head: | Aluminium |
| Valvetrain: | SOHC/DOHC 60° 2/4 valves x cylinder, respectively |
| Fuelsystem: | 6 Dell'Orto carburetors Fuel injection |
| Management: | Bosch L-Jetronic and Motronic |
| Fueltype: | Petrol |
| Oilsystem: | Wet sump |
| Coolingsystem: | Water-cooled |
| Power: | 97- |
| Torque: | 178- |
| Compression: | 8.0:1 – 10.5:1 |
| Specpower: | 66.11NaN1/L-78.61NaN1/L n/a 105.21NaN1/L turbo |
| Sp: | uk |
The Alfa Romeo V6 engine (also called the Busso V6) is a 60° V6 engine made by Alfa Romeo from 1979 to 2005. It was developed in the early 1970s by Giuseppe Busso, and first used on the Alfa 6 with a displacement of 2492cc and a SOHC 12-valve cylinder head. Later versions ranged from 1996to and had DOHC 24-valve valvetrains. The original design had short pushrods for the exhaust valves in a design similar to earlier Lancia Fulvia engines. The first DOHC version was in the 1993 Alfa Romeo 164, with an aluminium alloy engine block and head with sodium filled exhaust valves.
The Alfa Romeo V6 has been used in kit cars like the Ultima GTR, Hawk HF Series, and DAX,[6] [7] [8] as well as the Gillet Vertigo sports car [9] and the Lancia Aurelia B20GT Outlaw.[10] In August 2011 EVO magazine wrote that "the original Alfa Romeo V6 was the most glorious-sounding six-cylinder road engine ever,"[11] and has been called the "Violin of Arese" or "Alfa's Violin".[12] The Alfa Romeo V6 engine has also been used in ice resurfacer made by engo Ltd. in Italy.[13]
A 1996cc version was introduced in 1983. Both carburetted 136PS and fuel-injected 1320NaN0 versions were available from the start.[14]
Applications:
A 1996cc turbocharged version, derived from the 3.0 L 12v, first with total digital management, was introduced in 1991 in the Alfa Romeo 164 with 2100NaN0.[15] The engine has a bore and stroke of NaN2NaN2. It was mainly intended for domestic market, due to Italian law at the time taxing cars with engines with larger displacement than two liters at a higher rate.
Applications:
The original engine displaced 2492cc and produced 1580NaN0.[14] It was a 2-valve-per-cylinder design with a single belt-driven camshaft per cylinder bank and six carburettors. The engine has a bore and stroke of NaNmm.
The Bosch L-Jetronic fuel injection was added for the 1983 Alfa 6, which produced the same 1580NaN0.[14] The 2-valve engine ended its life in the Alfa 155, where there were two series for this engine, the 2492cc developing 1660NaN0. Differences between them were small and only on torque and power delivery producing exactly the same horsepower.
Applications:
In 1982, the German Alfa Romeo dealer and tuner Gleich offered a 2.8 conversion of the GTV6 2.5 engine. Dieter Gleich was sure that engine displacement enlargement is still the best and, for the life of the engine, the healthiest way of tuning. The engine capacity was increased to nearly 2.8 liters by using new bushings and custom-built forged Mahle pistons while the compression ratio was raised from 9.5 to 10.5:1. The 2.5 liter was rebored to 932NaN2. Total displacement was 2783.71NaN1. Power produced were 1910NaN0 at 6,300 rpm and torque 24.6kgm at 4200 rpm.[18]
The magazine "Sport driver" tested a 2.8 Gleich powered GTV6 in June 1982:
"After engaging the first gear and a somewhat careless step on the gas pedal you get a touched feel to the epiphany GTV6 shot, accompanied by the typical Alfa Romeo exhaust sound. It was a pleasure. The fact was the sprint from 0 to 1000NaN0 is not further under the seven-second limited by a tricky-to-be-shifted five-speed gearbox. The really vehement propulsion waned only when the speedometer 2300NaN0 mark has left behind. Another eye-opening experience awaits when you realize that the lightning speed to 7000 rpm rotating in any gear pinion even in fifth gear still from 1500 rpm is completely smooth."
Applications:
The original 2.5 engine as used in the Alfa 6 was bored and stroked by Autodelta, the former Alfa Romeo racing department to match the racing rules for South African and Australian championships. Bore was increased from 882NaN2 to 932NaN2 and a new crankshaft stroked to 722NaN2. The total displacement was 2934.51NaN1 and it's a totally different engine from the later 29591NaN1 that powered the 75/Milano models. It was, too, a 2-valve-per-cylinder design with a single belt-driven camshaft per cylinder bank and six carburettors. Special camshafts and carbs were used giving a power figure of 176.40NaN0 at 5800 rpm. Torque was 2220NaN0 at 4300 rpm, while compression ratio was 9:1.
Only 174 complete GTV6 3.0 SA cars were produced in 1984, plus 68 more in 1985. The last ones built were fitted with electronic fuel injection.
The 3.0 GTV6 was sold in South Africa in 1983–1985, predating the release of the 3.0 L displacement to the rest of the world.[19] This engine was an Autodelta hand made conversion based on Alfa Sei 2.5 carburated engines enlarged to bore and stroke of 93mm72mm.[19] [20]
Applications:
Pulled by the racing success of the 3.0 SA engine and looking for more power to boost 75/Milano sales in countries like USA, Alfa Romeo introduced a production version of the 3.0 engine. Bore was 932NaN2, as the 3.0 SA, but stroke was increased to 72.62NaN2. The total displacement was 29591NaN1. As the previous engines, it was a 2-valve-per-cylinder design with a single belt-driven camshaft per cylinder bank. The main difference with the racing 3.0 SA was the use of modern L-Jetronic fuel injection system by Bosch. Power figures vary from 1880NaN0 to 1920NaN0 at 5800 rpm, with compression ratio 9:1.
This engine was modified for transverse placement in the 164 and fitted with a high-performance camshaft and low-restriction exhaust, producing 1920NaN0 in standard form, 1840NaN0 when a catalyzer was added in 1991, with the Cloverleaf version producing 2000NaN0.
The same engine was fitted to the SZ and RZ - ES30 Zagato, but even more finely tuned with wilder cams and high compression pistons to a further 2100NaN0.[21]
Applications:
A four-valve version was introduced in 1997 with the Alfa Romeo 156. The engine now produced 1900NaN0.[22] In 2001, the V6 was uprated to 1920NaN0.[23] The 166 used a slightly detuned version to make more low rev torque. This engine version was awarded as the International Engine of the Year in 2000.[22] The engine has a bore and stroke of NaNmm, the same as the two-valve.
Applications:
The engine was upgraded to dual overhead cams and four valves per cylinder in 1993. Due to this and other refinements, this engine produced 2110NaN0 for the regular 1993 Alfa Romeo 164, with 2300NaN0 and 276Nm in the 164 QV with its engine producing 2320NaN0 on the Q4 model which in its final production run in 1996, it got reduced to 2280NaN0 but with increased torque.[25] The final run of 3.0 V6 engines in the GTV, Spider and 166 range, produced NaN0NaN0[25] in the Euro 3-compliant version. The engine has a bore and stroke of NaN2NaN2, the same as the two-valve.
Applications:
In 2002 Alfa Romeo introduced the 156 and 147 GTA with a 3179cc version of the V6 with 2500NaN0 and 300Nm of torque.[23] Later this engine was also used in the Alfa Romeo 166, GTV, Spider and Alfa Romeo GT[26] in a slightly detuned form 2400NaN0.[27] The engine has a bore and stroke NaNmm.[28] In Lancia this engine produced 2300NaN0.[29]
Applications:
In December 2002, at the Bologna Motor Show, Alfa Romeo displayed a 156 GTAm prototype, built by N-Technology, with 3458cc. The power was increased to 300 PS at 6,800rpm. The engine had a bore and stroke of 97 mm x 78 mm. This version never came to production, and it was based on N-Technology's experience racing the 156 GTA SuperTuring.
Application:
Alfa Romeo raced, in early 1990s, a 2.5-litre engine based on Busso's 60º V6. The engine was substantially revised and had a difference bore and stroke from the 2.5 standard engine, respectively, 93 mm x 61.3 mm, and making 420 bhp (313 kW) @ 11,800 rpm with a torque of 294 Nm. Alfa Romeo, during the 1993-1996 era of DTM/ITC, racked up an incredible thirty-eight victories of a total of eighty-nine starts. The V6-engined machine also qualified on pole nineteen times and set the fastest lap in forty-two races.
Application:
Later, Alfa Romeo also raced a development of the Peugeot, Renault, Volvo 90° V6 engine, with 490 PS @11,900 rpm, in the 1996 DTM Championship.[35]
Alfa Romeo worked on other displacements, specifically a 2.8L (2846cc), with 88 mm bore (same as the 2.5 liter engine) and a 78 mm stroke (same as the 3.2 liter engine). According to Alfa Romeo engineers, there were considerable gains, especially in torque. However, this engine never made it into series production. Some private workshops work on these engines to obtain larger displacements (and power outputs), with diameters of 101 mm (3.75L) or even 103 mm (3.9L).
| Layout | Engine | Cylinder Head | 12 valves | 24 valves | |||||||
| Version | 2.0 | 2.0 Turbo | 2.5 | 2.8 Gleich | 3.0 Autodelta | 3.0 | 2.5 | 3.0 | 3.2 | ||
| Bore | 80 | 88 | 93 | 93 | 93 | 88 | 93 | 93 | |||
| Stroke | 66,2 | 68,3 | 68,3 | 72,0 | 72,6 | 68,3 | 72,6 | 78,0 | |||
| Capacity | 1 996 | 2 492 | 2 784 | 2 934 | 2 959 | 2 492 | 2 959 | 3 179 | |||
| Longitudinal | Alfa Romeo Alfa 6 | 1983-86 | 1979-86 | ||||||||
| Alfa Romeo GTV6 (Alfetta) | 1980-86 | 1982 | 1984-85 | ||||||||
| Alfa Romeo 90 | 1984-87 | 1984-87 | |||||||||
| Alfa Romeo 75/Milano | 1985-91 | 1987-91 | |||||||||
| Alfa Romeo SZ | 1989-91 | ||||||||||
| Alfa Romeo RZ | 1992-94 | ||||||||||
| Transverse | Alfa Romeo 164 | 1991-97 | 1988-97 | 1993-1997 | |||||||
| Alfa Romeo 155 | 1992-97 | ||||||||||
| Alfa Romeo GTV (916) | 1994-2000 | 1994 | 1996-2003 | 2002-04 | |||||||
| Alfa Romeo Spider (916) | 1998-2000 | 1993-2000 | 2000-03 | 2002-04 | |||||||
| Alfa Romeo 156 | 1996-2005 | ||||||||||
| Alfa Romeo 166 | 1996-2000 | 1996-2007 | 1996-2007 | 2003-07 | |||||||
| Alfa Romeo 156 GTA | 2002-05 | ||||||||||
| Alfa Romeo 147 GTA | 2002-05 | ||||||||||
| Alfa Romeo GT | 2003-10 | ||||||||||
| Fiat Croma | 1985-96 | ||||||||||
| Lancia Thema | 1992-94 | ||||||||||
| Lancia Kappa | 1994-2000 | ||||||||||
| Lancia Thesis | 2001-2008 | 2003-09 | |||||||||
The V6 production ended in 2005 at Alfa Romeo Arese Plant;[36] a stock of five thousand were built, to be used in Lancia Thesis, Alfa 166 and Alfa GT models.[37] The engine was replaced in the 159 and Brera by a new 3.2 L V6 unit combining a General Motors-designed engine block with Alfa Romeo cylinder heads and induction. British automotive engineering company Cosworth was keen to buy assembly lines of the Alfa Romeo V6 engine, but the Italian company did not want to sell it.[38] The last version of 3.2 L engine was Euro4 compliant, so it would have been possible to produce it a couple of years more.[39] The engine's designer Giuseppe Busso died within a couple of days after the last engine was produced in Arese.[40]
Since 2015, Fiat Powertrain manufactures the all-new 690T, Ferrari-derived 90° V6 twin-turbo engine for the Giulia Quadrifoglio, Stelvio Quadrifoglio and Giulia GTA/GTA-m models.