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Sculpture for the living room: the Alfa Romeo DOHC engine

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Created on May 16, 2021

Reading time 4min

Written by:

Thomas Suter

Photos:

Daniel Reinhard

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Centro Documentazione Alfa Romeo

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AR-Archiv

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Bruno von Rotz

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Romeo Gross

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Archiv

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Daniel Reinhard

12

Centro Documentazione Alfa Romeo

6

AR-Archiv

2

Bruno von Rotz

1

Romeo Gross

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Archiv

7

Alfa Romeo Giulia Super 1600 (1966) - das Alfa-Zeichen klappt bei der Super nach oben

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Die führenden Alfa-Romeo-Ingenieure Livio Nicolis, Orazio Satta Puliga und Giuseppe Busso (von links)

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Orazio Satta Puliga, Giuseppe Busso, Giuseppe Luraghi (Generaldirektor Alfa Romeo), Carlo Chiti (Autodelta) (von links)

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Orazio Satta Puliga vor dem Alfetta-Formel-1-Rennwagen Tipo 159, dahinter Alfa Romeo Giulia 1.6 Berlina, Alfa Romeo Giulietta Berlina

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Schnittzeichnung Motor Baureihe 105

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Der Motor des Alfa Romeo 1750 GTV

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Werkaufnahme Arese - Alfa Romeo-Bialbero-Motoren soweit das Auge reicht…

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Friedrich Indra erklärt technische Zusammenhänge

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Friedrich Indra im Gespräch

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Friedrich Indra, Ingenieur bis aufs Blut

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Friedrich Indra verfolgt die technischen Fortschritte auch heute noch genau

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Alfa Romeo Giulietta (1958) - 53 PS mit einfachem Vergaser bei der Normalausführung

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Alfa Romeo Giulietta TI (1958) - Dank Doppelvergaser liefert der TI-Motor 65 PS

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Alfa Romeo Giulia Tubolare Zagato - Vollständiger Motor

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Alfa Romeo Giulia TZ (1963) - der 1,6-Liter-Motor mit doppelter obenliegender Nockenwelle

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Alfa Romeo Giulia TZ 2 (1965) - der Motor musste leicht geneigt eingebaut werden

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Alfa Romeo Giulia TZ 2 (1965) - rund 170 PS leistete der Doppelzünder-Vierzylinder

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Alfa Romeo Giulia Sprint GTA (1966) - zwei Webervergaser und Doppelzündung, 115 PS in der Serie, über 170 PS im Rennsport

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Alfa Romeo Duetto Spider (1966) - der 1,6-Liter-Motor mit zwei obenliegenden Nockenwellen

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Alfa Romeo Giulia Sprint GT Veloce (1966) - Blick in den Motorraum

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Alfa Romeo 1750 GTV (1969) - Blick unter die Motorhaube auf den herrlichen "Bilalbero"

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Alfa Romeo Giulietta Zagato (1958) - Blick unter die Motorhaube anlässlich eines Boxenstopps beim 24-Stunden-Rennen von Le Mans 1958

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Alfa Romeo Giulia GTA (1966) - der 1,6-Liter-Motor der Corsa-Version mit zwei obenliegenden Nockenwellen

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Alfa Romeo Giulia TI (1962) - mit dem 1,6-Liter-Motor mit zwei obenliegenden Nockenwellen, aber einem Vergaser - das Alfa-Zeichen blieb am Kühler

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Alfa Romeo Giulietta Sprint (1954) - der Zweinockenwellen-Motor mit Solex-Vergaser

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Alfa Romeo Giulia SS (1964) - der Alfa-Romeo-Doppel-Nocker

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Alfa Romeo Giulia Super 1600 (1966) - der berühmte Vierzylinder - im Super mit zwei Vergasern

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Alfa Romeo Giulia 1300 ti (1967) - 82 PS bei 6000 Umdrehungen entwickelt der Giulia-Vierzylinder

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Alfa Romeo Giulia Spider 1600 (1962) - Alfa-Schriftzug auf dem Zylinderkopf

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Summary

The Alfa Romeo four-cylinder engine with two overhead camshafts is legendary, and the vehicles of the Giulietta and Giulia series equipped with it are coveted, not least because of their sportiness and the power that the engine gives them. It's worth taking a look under the hood, where engine expert Professor Dr. Friedrich Indra explains why the engines were so good and what could have been done better.

This article contains the following chapters

Talented engine developers
A feast for the eyes
Not everything is perfect
Not the first double cam
The different engine variants and where they were installed

Estimated reading time: 4min

Preview (beginning of the article)

The Giulietta Sprint and Giulia GT models from the 101 and 105 series are among the icons of the Milan-based manufacturer Alfa Romeo. Both are the product of a congenial collaboration between design and technology, more precisely between Bertone and Alfa Romeo. Franco Scaglione was responsible for the design of the Giulietta, while the Giulia GT is the journeyman's work of Giorgio Giugiaro, Scaglione's successor at Bertone's design workshop in Turin. The Alfa Romeo engineers behind these models were Orazio Satta Puliga and Giuseppe Busso. Satta Puliga brought Busso back to Alfa Romeo in 1948 after a brief stint at Ferrari. The major differences with Gioachino Colombo made it easier for Busso to decide to return from Modena to Milan. After his return, there was no Alfa Romeo model until the 1980s that he had not shaped.

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