Alfa Romeo

2.0L turbo with 256hp (Ti). 2.0L turbo with 280hp (Veloce). 2.9L twin-turbo V6 with 505hp (Quadrifoglio). 8-speed automatic (ZF). RWD standard. Q4 AWD optional. 4643mm length. Wheelbase 2820mm. Weight 1395kg (base). 0-60 mph in 3.8 seconds (Quadrifoglio). Giorgio platform. Carbon fiber driveshaft. Double wishbone front. Multi-link rear. 50:50 weight distribution. Nürburgring sedan record holder. Ferrari-derived V6 engine. Italian driving dynamics.

2.0L turbo with 256hp (Ti). 2.0L turbo with 280hp (Veloce). 2.9L twin-turbo V6 with 505hp (Quadrifoglio). 8-speed automatic (ZF). Q4 AWD standard. RWD option on some markets. 4687mm length. Wheelbase 2818mm. Weight 1660kg (base). 0-60 mph in 3.6 seconds (Quadrifoglio). Giorgio platform. Nürburgring SUV record holder. Towing 2268kg. Italian sports SUV philosophy. Premium interior materials. Driver-focused ergonomics.

1.5L turbo MHEV with 130hp. 1.5L turbo MHEV with 160hp. 1.3L turbo PHEV with 272hp combined. 7-speed dual-clutch (MHEV). 6-speed automatic (PHEV). FWD standard. Q4 AWD on PHEV. 4528mm length. Wheelbase 2636mm. Weight 1545kg (MHEV). 0-60 mph in 6.2 seconds (PHEV). 15.5kWh battery PHEV. 50km electric range. NFT digital certificate. Telescopio LED lights. Alfa DNA Pro selector. First electrified Alfa Romeo.

1.75L turbo inline-4 with 237hp. 1.75L turbo with 240hp (US spec). 6-speed dual-clutch (TCT). RWD mid-engine. 3989mm length. Wheelbase 2380mm. Weight 895kg (dry). 0-60 mph in 4.1 seconds. Carbon fiber monocoque tub. Aluminum front and rear frames. No power steering. Spider convertible variant. Launch Edition. Competizione special edition. Track-focused dynamics. Lightweight philosophy.

1.4L turbo with 120hp. 1.4L MultiAir turbo with 170hp. 1.75L turbo with 235hp (Quadrifoglio Verde). 2.0L JTDM diesel with 170hp. 6-speed manual. 6-speed dual-clutch (TCT). FWD. 4351mm length. Wheelbase 2634mm. Weight 1320kg. 0-60 mph in 6.0 seconds (QV). Premium hatchback positioning. Italian design. Alfa DNA selector. Distinctive styling. European market focus.

1.4L turbo with 135hp. 1.4L MultiAir turbo with 170hp. 1.4L turbo Quadrifoglio Verde with 170hp. 1.3L JTDM diesel with 95hp. 6-speed manual. 6-speed dual-clutch (TCT). FWD. 4063mm length. Wheelbase 2511mm. Weight 1145kg. 0-60 mph in 7.3 seconds (QV). Entry-level Alfa. Alfa DNA system. 8C-inspired design elements. Supermini with character. European city car.

4.7L V8 with 450hp and 354 lb-ft. 6-speed automated sequential. RWD. 4381mm length. Wheelbase 2525mm. Weight 1585kg. 0-60 mph in 4.2 seconds. Top speed 181 mph. Limited to 500 coupes. Spider convertible 500 units. Ferrari-Maserati V8 engine. Carbon fiber body panels. Steel space frame. Transaxle layout. Stunning retro design. Collector's car status. Alfa Romeo renaissance symbol.

1.9L JTS with 160hp. 2.2L JTS with 185hp. 3.2L V6 with 260hp. 1.9L JTDM diesel with 150hp. 2.4L JTDM diesel with 210hp. 6-speed manual. 6-speed automatic (Q-Tronic). FWD standard. Q4 AWD on V6. 4660mm length. Wheelbase 2700mm. Weight 1430kg. 0-60 mph in 6.8 seconds (3.2 V6). Giugiaro design. Premium materials. Sportwagon estate variant. European Car of the Year finalist.

2.2L JTS with 185hp. 3.2L V6 with 260hp. 2.4L JTDM diesel with 210hp. 6-speed manual. 6-speed automatic (Q-Tronic). FWD standard. Q4 AWD on V6. 4413mm length. Wheelbase 2525mm. Weight 1570kg. 0-60 mph in 6.8 seconds (3.2 V6). Giorgetto Giugiaro design. 2+2 coupe. Spider convertible version. Prodrive S version with 260hp. Italian GT styling. Design award winner.

1.6L Twin Spark with 120hp. 2.0L Twin Spark with 150hp. 3.2L V6 with 250hp (GTA). 1.9L JTD diesel with 140hp. 5-speed manual. 6-speed Selespeed. FWD. 4223mm length. Wheelbase 2546mm. Weight 1240kg. 0-60 mph in 6.3 seconds (GTA). European Car of the Year 2001. Walter de Silva design. Hot hatch GTA version. Premium interior quality.

1.6L Twin Spark with 120hp. 2.0L Twin Spark with 155hp. 2.5L V6 with 190hp. 3.2L V6 with 250hp (GTA). 1.9L JTD diesel with 140hp. 5-speed manual. 6-speed Selespeed. FWD. 4430mm length. Wheelbase 2596mm. Weight 1350kg. 0-60 mph in 6.3 seconds (GTA). Revolutionary design by Walter de Silva. Sportwagon estate. GTA performance model. BTCC racing success. Design icon of era.

The engine that started it all. While not the world's first twin-cam, the 1914 GP car's 4.5L DOHC inline-four was a statement of intent. With four valves per cylinder—an almost unheard-of configuration at the time—and a hemispherical combustion chamber, it was a racing engine from its first sketch. It featured a gear-driven camshaft tower, a built-up crankshaft running on roller bearings, and produced over 80 horsepower from its advanced architecture, setting a DNA for high-RPM, high-efficiency design that would define Alfa for the next century.

The engine that became Alfa Romeo. This all-aluminum, chain-driven DOHC inline-four, in displacements from 1.3L to 2.0L, is one of the most iconic and long-lived engine designs in history. Its genius was in its adaptability and sophistication. It featured hemispherical combustion chambers with the spark plug centrally located between the two inclined valves for optimal flame propagation. The early 'Nord' block was a sand-cast masterpiece, while later versions used advanced die-casting. With versions ranging from the docile 1.3L in the Giulietta to the fuel-injected, 132 hp '2.0 Twin Spark' in the 75, it powered millions of Alfas. Its signature was its mechanical, metallic sound and its eagerness to rev, a direct result of its lightweight valvetrain and short-stroke, oversquare design.

Giuseppe Busso's magnum opus. This 2.0L to 3.2L 60° V6 is arguably the most soulful production engine ever built, renowned for a sound that is part mechanical symphony, part operatic aria. Its engineering hallmarks were its chain-driven dual overhead cams per bank and narrow 60° V-angle, which provided perfect primary balance without balance shafts. The all-aluminum engine featured a deep-skirt block for rigidity and siamesed cylinder liners. The early 2.5L version used mechanical fuel injection, but it was the later Bosch Motronic-managed 3.0L and 3.2L that became legends, with 192-227 horsepower. The intake manifolds were works of art, with six individual, beautifully crafted velocity stacks. Its specific output was never class-leading, but its character, responsiveness, and that unforgettable, metallic, howling exhaust note made it an immortal.

Alfa's clever solution for power and efficiency within the constraints of the classic twin-cam architecture. By using two spark plugs per cylinder (one centrally located, one in the periphery), Alfa could create a faster, more complete burn. This allowed for a higher 10:1 compression ratio on pump fuel and reduced emissions. The 16-valve version, as found in the 155 and 916-series GTV, used a smaller secondary intake valve to induce swirl. The system was controlled by a twin-coil, wasted-spark ignition system. It wasn't just a marketing gimmick; it was a genuinely innovative combustion strategy that gave these engines a sharp throttle response and a distinctive, crisp exhaust note.

Alfa's unexpected masterstroke. When Fiat Group pioneered common-rail diesel technology, Alfa Romeo applied it with a passion typically reserved for gasoline engines. The 1.9L and 2.4L 5-cylinder JTDm units were revolutionary. With multi-injection strategies (pilot, main, and post injections) and variable-geometry turbochargers, they delivered massive, accessible torque with remarkable refinement and a surprising willingness to rev. The 1.9L 8v and 16v units, particularly the 150hp and 170hp versions, were praised for their combination of explosive mid-range punch and 45+ MPG fuel economy. The 2.4L 5-cylinder, with its unique, off-beat growl, produced up to 200 hp and 295 lb-ft, making diesel Alfa sedans genuine performance sleepers.

The final, most complex evolution of the Busso V6. To meet stricter emissions without sacrificing performance, Alfa added a form of variable valve timing it called 'Twin Spark' (TBI for intake, TCI for intake and exhaust). This system used hydraulic actuators to rotate the camshafts relative to their sprockets, advancing or retarding timing. Combined with the existing two-spark-plugs-per-cylinder setup, it created an engine that was both cleaner and more powerful, with the 3.2L version producing a robust 237 hp. It was the pinnacle of naturally-aspirated, mechanically complex Alfa engine design before the turbo era took over.

A controversial but competent chapter. Used in the 159, Brera, and Spider, these 3.2L V6s were sourced from General Motors' global V6 portfolio. While they lacked the aural drama of the Busso, they were modern, powerful (256 hp), and smooth. They featured double overhead cams, continuous variable valve timing on both intake and exhaust (VVT), and a high 11.3:1 compression ratio. They were reliable and provided strong, linear performance, but for Alfisti, they remained the 'impostor' engine, a necessary but soulless stopgap between the classic and modern eras.

Alfa's first modern, mass-production turbocharged gasoline engine. This 1.8L inline-four was a clean-sheet design, featuring direct injection, a low-inertia turbocharger, and dual variable valve timing. Producing 232 hp in its highest state of tune, it was a potent and efficient powerplant that revived the spirit of the classic four-cylinder turbo Alfas like the GTV6 2.0T. Its aluminum block and head, along with a reinforced bottom end, made it a favorite for tuners, who could easily extract over 300 horsepower with basic modifications.

The engine that announced Alfa Romeo's glorious return to the forefront of performance. This 2.9L twin-turbo 90° V6, developed with Ferrari-derived technology, is a masterpiece of forced induction. It features a hot-V configuration with the twin turbochargers mounted inside the vee for minimal lag, a 90° bank angle with a flat-plane crankshaft for Ferrari-like throttle response and exhaust note, and direct injection at 200 bar pressure. The all-aluminum construction keeps weight down, while the advanced cooling system, with separate circuits for the block, heads, and turbochargers, ensures reliability during track use. In the Giulia and Stelvio Quadrifoglio, it produces a staggering 505 hp and 443 lb-ft of torque, propelling them to supercar-rivaling performance figures. It is the modern incarnation of Alfa's racing spirit: brutally powerful, technically exquisite, and utterly intoxicating.

The backbone of the modern Alfa lineup. This family of turbocharged four-cylinders, in 1.3L, 1.5L, 1.6L, and 2.0L displacements, represents the brand's current volume engine strategy. The most potent is the 2.0L Turbo, found in the Giulia and Stelvio. It features an all-aluminum construction, direct injection, a single twin-scroll turbocharger, and MultiAir electro-hydraulic variable valve lift on the intake side—a Fiat Group innovation that allows for infinite control of intake valve timing and lift without a throttle body. Producing 280 hp, it is a smooth, responsive, and highly efficient engine that perfectly blends modern performance with everyday usability.

A glorious, if ultimately tragic, chapter from Alfa's racing return. This 3.5L naturally-aspirated 72° V10 was a technical tour de force. It was incredibly compact and light, featuring a carbon-fiber composite block, pneumatic valve springs, and a screaming 13,800 RPM redline. While it suffered from reliability issues in its brief career with the Osella and Ligier teams, its innovative architecture, particularly the use of composite materials in the engine block, was years ahead of its time and demonstrated that Alfa's engineering ambition burned as brightly as ever.

The engine that built Alfa's legendary reputation in the pre-war era. This series of advanced dual-overhead-cam straight-six engines, starting at 1.5L and growing to 2.5L, powered Alfa's most celebrated classics like the 6C 1750 and 6C 2300. Designed by Vittorio Jano, they featured a single block and head casting with fixed hemispherical combustion chambers, two valves per cylinder, and superchargers (Roots or Centrifugal) on most performance variants. The 2.3L version in the 6C 2300 Pescara produced over 95 horsepower, an astronomical figure for its day, thanks to its efficient combustion chamber and forced induction. The design was so robust it remained in production, in updated forms, for nearly three decades.

The smaller, more accessible twin-cam that brought Jano's genius to a wider audience. This 1.5L DOHC inline-four shared the 6C's fundamental architecture and powered cars like the 6C 1500. It was an incredibly advanced and expensive engine to produce for a 'mainstream' model, cementing Alfa's reputation for technical excellence over commercial pragmatism.

Alfa's fascinating foray into air-cooled, opposed-cylinder engines. Developed for the never-produced Alfasud, the original prototype was a 1.2L air-cooled flat-four with a single overhead camshaft per bank. While it was ultimately shelved in favor of the water-cooled inline-four for production, its basic layout and engineering learnings directly influenced the legendary 'Boxer' engine that would follow.

The legendary 'flat-four' that powered the Alfasud, Sprint, 33, and 145/146. In production for over 40 years, this water-cooled, horizontally-opposed engine was revolutionary for its compact size, low center of gravity, and free-revving nature. Early 'Nord' versions were a mere 1.2L, while later 'Pratola Serra' evolutions grew to 1.7L. The final 16-valve 'Twin Spark' versions in the 145/146 produced 150 hp and were renowned for their razor-sharp throttle response and distinctive, off-beat exhaust burble, a hallmark of its uneven firing order. Its unique layout made it a handling benchmark for front-wheel-drive cars.

The *first* Alfa Romeo V6, predating the Busso. This 2.0L 60° V6 was developed with assistance from Giuseppe Busso and Oscar Montabone. It was an all-aluminum, DOHC design that shared its basic architecture with the US-spec 2000 Spider America's inline-four. It produced 130 hp in the Alfa 6 prototype and was a testbed for the V6 concept, but was deemed too expensive for series production at the time. It was a crucial stepping stone to the iconic Busso V6 that would follow.

The rugged, 'Austerity' engine. Designed by the great Aurelio Lampredi, this 1.3L, 1.5L, and 1.6L single-overhead-cam engine was built for durability and cost-effectiveness in the Alfa Romeo Alfetta saloon and Giulietta (Type 116). While it lacked the glamour of the twin-cams, it was a torquey, reliable, and smooth unit. Its most famous application was in the Alfa 6, where it was fitted with a rare mechanical fuel injection system, a first for an Alfa production sedan.

Alfa's first production V8, a jewel-like engine for the 1900 and 2000 Sportiva prototypes and the Disco Volante. This 2.6L DOHC V8 featured all-aluminum construction, dual ignition (two spark plugs per cylinder), and produced over 150 hp in race trim. It was incredibly complex and expensive, and while it never reached full-scale production, it stands as a testament to Alfa's post-war engineering ambition.

The forced-induction monster from the GTV6 2.0T Turbodelta. Based on the early 2.0L Busso V6, this engine featured a KKK turbocharger, an air-to-air intercooler, and Bosch K-Jetronic fuel injection. It was notoriously laggy but produced a massive 170 hp and 180 lb-ft of torque in a car that weighed just over a ton, creating a tire-shredding homologation special for Group A touring car racing.

The final evolution of Alfa's SOHC inline-four, used in the 164 and 155. This 2.0L 'Twin Spark' engine was a modern, belt-driven unit that combined the simple SOHC 8-valve head with the twin-spark ignition system. It was a torquey and robust engine, known for its reliability and serving as the base for the turbocharged versions in the 155 Q4.

The final, largest evolution of the Busso V6. Created for the limited-edition Alfa Romeo 8C Competizione and Spider, this engine was a 4.7L version of the Maserati-derived V8, but de-bored to a 4.2L V8 architecture to create a 90° V6. It featured cross-plane crankshaft, dry-sump lubrication, and produced 444 hp. While not a 'true' Busso, it carried the spirit of a large, naturally-aspirated, high-performance V6 into the 21st century.

The electrified future of Alfa performance. This is an evolution of the Giulia Quadrifoglio's 2.9L twin-turbo V6, now integrated with a 150 kW electric motor and a lithium-ion battery pack for the new Tonale Quadrifoglio. The system utilizes a Q4 all-wheel-drive system where the V6 powers the rear wheels and the electric motor drives the front, creating a combined output of over 550 horsepower. It represents the latest chapter: maintaining the soul of a high-performance, Ferrari-derived combustion engine while embracing the instant torque and efficiency of electrification.

The classic driver's choice. Whether the robust C635 or earlier Getrag units, Alfa's 6-speed manuals are known for precise gating and driver engagement. Essential for the complete 'analog' experience in models like the 159, Brera, and Giulietta.

Widely considered the best automatic transmission in the world. In the Giulia and Stelvio, it's tuned for rapid 150ms shifts in Dynamic mode while offering smooth refinement in everyday driving. It perfectly utilizes the engine's power band.

Alfa Romeo's dual-clutch gearbox. Featuring two clutches—one for even gears, one for odd—it allows for instantaneous shifts without torque interruption. In the 4C, it delivers lightning-fast, race-style gear changes.

A modern evolution of the TCT designed for the Tonale Hybrid. It integrates a 48V electric motor directly into the gearbox, enabling electric-only propulsion for parking and creeping, and smoothing out shifts.

A heavy-duty automatic transmission paired with the Plug-in Hybrid system in the Tonale. It handles the complex power delivery between the gasoline engine and the electric rear axle with seamless efficiency.

A pioneer in automated manual technology. Introduced on the 156, it used electro-hydraulic actuators to operate a standard manual gearbox. It brought Formula 1-style paddle shifting to road cars, offering a unique, raw mechanical feel.

The comfort-oriented automatic for the 159 and Brera era. An Aisin-sourced torque converter box that offered 'Sport' and 'Winter' modes, providing a relaxed cruising experience with the capability for spirited driving.

The rear-mounted transaxle of the 8C Competizione. An automated manual gearbox capable of shifting in 175ms. It helps balance the car's weight distribution and delivers brutal, emotional shifts in its most aggressive setting.