Alfa-r Engineering
Hugues Abidi
We collect data to serve you and others with relevant information about FCA Canada. As you use our websites and apps, we may collect information about you, your activity, preferences, location and transactions for the following purposes:
You may set your browser to notify you when you receive a cookie or to refuse receiving it. Further, you may opt-out of receiving certain third-party behavioral ads by visiting the Digital Advertising Alliance, at Please note that even if you opt-out, or set your browser to reject cookies, you may still see FCA Canada advertisements; however, such advertisements are not displayed to you based on cookies.
We may update or change our current Privacy Policy from time to time and will post it on our websites and apps. Your continued use of our websites or apps or your provision of personal information to us following a change in the Privacy Policy represents consent to the new Privacy Policy. Therefore, we encourage you to periodically review this Privacy Policy.
Alfa Romeo's devotion to the pursuit of speed has resulted in engineering and design triumphs. Since 1923 Alfa Romeo has bestowed its most powerful race and street machines with the Quadrifoglio symbol.
Last February, the world got its first look at an attractive new crossover from Alfa Romeo. It was given the unfortunate name of Tonale, and more than a few of us raised an eyebrow thanks to the news that the car would include an NFT that acted as a permanent record for the car, from production through lifetime maintenance.
The Tonale was meant to arrive in the US by the end of March, but it was delayed until May. The reason I bring this up is that as far as sheet metal is concerned, you don't need to wait for the Alfa to reach showrooms to drive it. That's because the Hornet is an example of the practice known as badge engineering.
Dodge needed something smaller and more fuel-efficient to counteract all those V8s it pushes, and the little Alfa fit the bill. It's a practice the auto industry has turned to time and again; the Saab 9-2x, Fiat 124 Spyder, Buick Regal, and even Audi e-tron GT are all examples. In this case, because budgets were tight, the Hornet wears a Dodge front grille and the badging all says Dodge, but everything is otherwise mechanically identical to the Tonale, as is the bodywork.
The Hornet GT is the base model, which should be available within the next few weeks. It starts at $29,995 and is powered by a turbocharged 2.0 L inline four-cylinder engine that outputs 268 hp (200 kW) and 295 lb-ft (400 Nm), sending that to all four wheels via a nine-speed automatic transmission. Alfa Romeo should not have too much of a headache with the Hornet GT since the company is not importing its version using this powertrain to the US.
Although I drove the Hornet GT briefly, I spent most of my time in the Hornet R/T plug-in hybrid. Set to arrive as a model year 2024 vehicle at the end of spring, the R/T will start at just under $40,000, undercutting the Alfa by a few thousand dollars in the process. And no, there's no associated NFT for the Dodge.
Also known as the Ferrari-Maserati engine, the F136 made its first appearance under the bonnet of the 2001 Maserati Coup. The engine would debut for the Prancing Horse in the F430 in 2004, but it also appeared in the Alfa Romeo 8C, Maserati Quattroporte, Ferrari California and Maserati Gran Turismo, among many others.
The Straight-Eight first appeared in the 1931 Alfa Romeo 8C 2300. It was on the cutting edge of automotive engineering at the time, featuring lightweight alloy cylinder heads, a lobe-rotor supercharger, distributor ignition and forced lubrication.
In many ways, the Alfa Romeo Twin-Cam is the blueprint for four-cylinder, double-overhead-cam engines found in a diverse range of modern cars. Designed by Giuseppe Busso, the advanced Twin-Cam made its first appearance under the voluptuous bodywork of the 1954 Giulietta in 1.3-litre form. An all-alloy, twin-overhead-cam engine with hemispherical combustion chambers was almost unheard of in a production car at the time.
The Maserati A6 family of straight-six engines was developed from the supercharged pre-war racing engine found in the Maserati 6CM single-seater. The 1.5-litre 6CM straight-six evolved into the naturally aspirated 65bhp A6 TR that appeared in the 1947 A6 1500 Pinin Farina road car.
It was worth the wait. The Busso V6 came with a forged, fully counterweighted crankshaft, cast pistons and forged conrods and was externally balanced using the flywheel and an offset weight crank pulley. It also featured two valves per cylinder, six carburettors and a single, belt-driven camshaft per cylinder bank.
Advancements in fuel-injection technology heralded the release of a Bosch L-Jetronic-equipped version appearing in the GTV6, and from there it was used in the 90, 75, 164, SZ, RZ and GTV. Production went on until the 2002 with the release of the notoriously lairy 156 GTA in Bussone (Big Busso) 3.2-litre 247bhp form.
Consequently, the Tipo C114 promptly found its way under the bonnet of the second series of the Robert Opron-designed Citron SM for the European market. The engine was also used in the Maserati Merak and was lauded for its compactness, light 140kg all-alloy construction, impressive 188bhp power output and exhilarating sound. The C114 was produced for four years from 1970 to 1974.
Neither car would survive the end of the Wankel experimental program in 1973: the experimental engines were taken away and stored, while the Spider and 1750 were crushed. At this point, it must be pointed out that Alfa Romeo was a small company and the budget allocated to the Wankel program was tiny: only a handful of engineers and two engine test rooms. Had there ever been a serious production intent? As Mr. Figliozzi plainly stated, no.
The limited human and material resources Alfa Romeo could dedicate to its Wankel program became even more limited once the first anti-pollution laws were enacted in the USA: work on fuel injection and electronic engine management systems was then a far more pressing issue.
Which leads me to a further rhetorical question: did any carmaker either ask their engineering leadership to look at Rotary and upon consideration, concluded it was not for them, or simply rejected it outright? There must have been at least one or two dissenters out there.
Apparently a Flat-6 was studied as a possible alternative to the Wankel by some NSU technicians during the development of the NSU Ro80, only for NSU officials to put a stop to it since they thought it to be undesirable.
Except for its stance. To my eyes both the Ro80 and the K70 looked like they were standing on tiptoes. I like a bit of ground clearance but those cars were ridiculously high in my opinion and it dates them.
Perhaps the above pattern is purely coincidental, but then again,
we have to be aware of even a remote possibility that reducing
the avg.weight of steel components per car sold might
be a huge economic factor in the background.
Driven To Write is a collective of writers, fuelled by a passion for the motor car, its culture, its people and their stories. Our aim is to provide a distinctive voice and a diversity of automotive writing you may not find elsewhere. We hope you will join us.
Italianengineering and precision performance gives you more than you would ever expectfrom a luxury SUV. The Alfa RomeoStelvio is the crossover other compact SUVs strive to become. You can find it at Helfman Alfa Romeo ofSugar Land today.
The Stelvioputs the priority on its driver, with outstanding features geared to satisfyeveryone who gets behind the wheel. Itis in a class of its own, offering an unmatched driving experience other SUVs cannot touch. The frame of an elegantcrossover with the high-performance features of a sporty sedan, the Stelvio isthe perfect blend of style and function for drivers from Missouri City toPearland.
There isnothing ordinary about the power provided by the Alfa Romeo. A hefty 280-horsepower four-cylinder enginemotors the two lower trims. While theQuadrifoglio raises the bar of performance SUVs with a monster 505-horsepowertwin-turbocharged 2.9-liter V6. Rear-wheel drive is the standard, but a smooth all-wheel drive isavailable
A reliableeight-speed automatic transmission comes on all three trim levels and offersquick acceleration and responsive shifting. Dynamic handling is the name of the game for the Stelvio. A Sportpackage with paddle shifters, adaptive suspension, and mechanical lockinglimited slip differential and the Ti Lusso Package, with leather upholstery andupgraded front seats and interior are available for the Ti trim.
Theinfotainment system of the Alfa Romeo Stelvio is highlighted by a standard6.5-inch display, which can be maneuvered through an easy-to-use rotary knob onthe center console. Apple CarPlay,Android Auto, Bluetooth, and four USB ports keep the driver and passengersconnected on the road from Houston to Missouri City.
There ismore to a vehicle's technology than just the infotainment system and Alfa Romeo understands this. That is why thecabin is full of featureslike comforting ambient interior lighting, power-adjustable front seat s,and apower liftgate for easy loading, all standard.
The DriverAssist Dynamic Plus package provides everything drivers need to feel confidentin their crossover. Adaptive cruisecontrol, lane departure warning, forward collision warning with automaticbraking, and automatic high beams are included in the package. The available blind spot monitoring and rearcross traffic alert are great features as well. Each Stelvio comes with a rearview camera and rear parking sensors.
The AlfaRomeo Stelvio is fit for five people inside a beautifully spacious cabin. Genuine wood and metal trim line the interiorof the Stelvio. Supportive seats providea great base for longer drives. No oneshould complain about leg and head room when in the back seat. The Ti Sport package gives you 14-wayadjustable sport seats. Leather upholstery and leather-wrapped steering wheelcome standard.
59fb9ae87f