Alfa Romeo 155

The Alfa Romeo 155, internally identified by the project code Type 167, was a mid-size sedan with an executive and sporty profile produced by the Italian manufacturer Alfa Romeo between 1992 and 1998. Initially presented in January 1992 in the city of Barcelona, the model had its official launch to the general public at the Geneva Motor Show in March of the same year.

The development of the 155 took place during a time of profound restructuring. After the Fiat Group acquired Alfa Romeo from the Italian government in 1986, the new administration focused on financial reorganization and the brand's industrial optimization. To drastically reduce project costs, engineers adopted the modular front-wheel-drive platform known as "Tipo Tre" (Type Three), which also served as the basis for the Fiat Tempra and the Lancia Dedra.

This technical decision generated strong initial resistance from traditional owners and brand enthusiasts, known as "Alfisti". The Alfa Romeo 155 had the complex challenge of replacing the acclaimed Alfa Romeo 75. The older 75 model had rear-wheel drive and a weight balance considered perfect by purists, while the new 155 adopted a transverse engine and front-wheel drive. Despite this initial skepticism, the new model offered greater safety, ease of driving, and interior space far superior to its predecessor.

The body of the 155 was designed by Ercole Spada, who at the time led the Italian design studio I.DE.A Institute. The style was characterized by extremely straight, angular lines and sharp creases on the sides. The car was 4,443 mm long, 1,440 mm high, had a width that varied from 1,700 mm to 1,730 mm, and a wheelbase of 2,540 mm. The total curb weight ranged between 1,195 kg and 1,430 kg, depending on the installed equipment and engine.

The vehicle's wedge shape, characterized by a very low front with the traditional shield ("Scudetto") integrated into the grille and a quite high rear, ensured excellent aerodynamic efficiency, achieving a drag coefficient (Cd) of just 0.29. Furthermore, this high rear allowed for the design of a 525-liter trunk, a volume much higher than that of most of its direct competitors.

The interior finish was entirely designed by Walter de Silva, who would later become world-famous for designing other emblematic Alfa Romeo cars. The cabin featured anatomically shaped seats with prominent side bolsters to hold the occupants' bodies in fast corners. The instrument panel displayed a speedometer, tachometer, water thermometer, fuel level, oil pressure gauge, and oil temperature gauge, ensuring complete monitoring of engine conditions. The driving position followed the classic Italian ergonomic standard, ideal for drivers with long arms and short legs.

The trajectory of the Alfa Romeo 155 is divided into two main phases, guided by its body design and the profound evolutions it received in its suspension, steering, and engines.

Phase 1: Narrow-body (1992-1994)

In the initial production period, the model was known as the "narrow-body". In this phase, the front tracks measured 1,469 mm and the rear tracks registered 1,402 mm. The first press tests pointed out criticisms regarding the car's dynamic setup, considered excessively soft for Alfa Romeo's historical standard, in addition to a steering box that transmitted little sense of grip to the driver.

During 1993, the manufacturer applied the first subtle aesthetic alteration to the front grille, which was no longer flush with the headlights and became slightly recessed, creating a visual effect of greater depth. In the same year, the lineup was expanded with the launch of the 1.9 and 2.5-liter turbodiesel versions and the 1.7 Twin Spark gasoline engine. In 1994, Alfa Romeo made all-wheel drive and diesel engines available in markets that did not yet have these options, in addition to introducing the Silverstone special edition in the UK.

Phase 2: Wide-body (1995-1998)

In December 1994, the second generation of the sedan debuted, featuring the "wide-body" look as its main highlight. This modification widened the front and rear fenders to accommodate larger axles and wider wheel tracks. With the facelift, the front track grew to 1,493 mm and the rear track was measured at 1,427 mm. This extra width greatly increased the vehicle's lateral grip and stabilized the body's responses in quick trajectory changes.

In addition to the muscular aesthetics, the suspension was entirely revised with new springs, recalibrated shock absorbers, and a lower ride height. The steering system was improved with a much faster and more direct box, called "Quick-Rack", present on the Sport models and the V6 version. This new mechanism reduced the travel to just 2.2 turns lock-to-lock, providing superior agility in corners.

The mechanical and physical differences between the two phases were extremely detailed and went beyond the outer metal sheets. For example, the control stalks for the windshield wipers and turn signals behind the steering wheel had completely different angles. Wide-body models needed shorter, set-back stalks to ensure a clearance of approximately 40 mm relative to the new, deep steering wheel with an airbag supplied by the manufacturer MOMO. Other minor components, such as door locks and fuel filler caps, were also redesigned in the phase transition.

From a structural point of view, the use of the shared platform slightly limited the chassis's torsional rigidity. Under severe fast-cornering conditions, this platform flexibility could generate minor wind noises in the door weatherstripping. However, the technological migration from 8-valve engines to modern 16-valve powerplants in the 1995 facelift consolidated the vehicle's maturity until its production ended in March 1998.

During its production cycle, the Alfa Romeo 155 utilized a varied range of gasoline and diesel engines. The gasoline engines of the first phase belonged to the traditional 8-valve "Twin Spark" family with block and cylinder head made of lightweight aluminum alloy. This engine used dual overhead camshafts driven by a highly durable double timing chain, in addition to featuring two spark plugs per cylinder that fired at the same time to optimize the combustion of the air-fuel mixture.

Starting in 1995, these blocks were replaced by the 16-valve Twin Spark engines from the Fiat Group's modular "Pratola Serra" family. Unlike the previous ones, these engines utilized a cast-iron block for greater mechanical strength, an aluminum cylinder head, a timing belt-driven camshaft, and an ignition system where the central and secondary spark plugs fired alternately or out of phase according to the engine's combustion needs.

The following table presents the full technical details of all official Alfa Romeo 155 powertrains over the years.

The performance of the Alfa Romeo 155 in sports tournaments gave rise to rare street versions that today are coveted by collectors worldwide.

The Controversial Silverstone / Formula Version

Launched in 1994, the Silverstone edition (called Formula in some continental markets) had 2,500 units produced to meet the criteria required by the British Touring Car Championship (BTCC). Equipped with the 129 hp 1.8 Twin Spark engine, the great differentiator of this car was its adjustable aerodynamic package, consisting of an extendable front spoiler and a rear wing that could be mounted in a raised position.

The controversy lay in the fact that the manufacturer sold the car with the wings retracted and supplied the elevation brackets disassembled in a black wooden box stored inside the trunk. On the track, the official racing team initially raced with the wings fully extended, which generated a strong protest from opposing brands like Ford and Vauxhall. Ford even acquired a street-legal 155 Silverstone to prove that the average customer would not drive the car with the rear wing raised using 31 fixing rivets, which would be illegal.

The conflict resulted in the temporary disqualification of the points obtained by Alfa Romeo in the Snetterton and Silverstone races. Before the Oulton Park round, the federation stewards ordered the team to race with the wings lowered. In immediate protest, the official team withdrew its cars from the track and left the circuit.

A subsequent agreement determined that the 155 could race with the wing raised only until July 1, 1994, and had to retract it in the following rounds. Even so, driver Gabriele Tarquini secured that year's drivers' title in an imposing manner.

That year's track version hid sophisticated mechanical secrets. Although it used the Fiat group engine block, the cylinder head was derived from the 155 Q4 turbo, but rotated 180 degrees to optimize cooling flow and lower the engine's center of gravity. Additionally, the car featured an innovative front differential with mixed hydraulic and mechanical actuation, a technology that was later copied by opposing teams. Due to all this homologation controversy, the BTCC rules changed radically for the 1995 season, raising the minimum of cars sold to 25,000 units and making the use of standardized aerodynamic wings mandatory for all competitors.

The Exclusive 155 GTA Stradale

Created in 1992, the GTA Stradale was designed by Abarth under the leadership of engineer Sergio Limone to celebrate Alfa Romeo's victories in the Italian Superturismo Championship. Built on the mechanical base of the 155 Q4, the car featured permanent all-wheel drive and the 2.0-liter turbo engine prepared with Group N rally specifications.

To shift the car's weight further back and improve rear axle grip, Limone used a rear differential housing made of cast iron instead of aluminum. The suspension was identical to that of the Lancia Delta Integrale, and the exterior received a kit with widely flared fenders and sporty bumpers.

Only one prototype unit (chassis ZAR16700000005892) was completed before the Fiat board decided to cancel the project. Executives demanded that the car use a V6 engine, which did not physically fit in the engine bay alongside the Delta Integrale's all-wheel drive, and they also considered the cost of assembly on a parallel production line financially unviable. The unique prototype served as a medical car at the 1994 Formula 1 Monza Grand Prix, transporting the official FIA doctor, Dr. Sid Watkins.

The Zagato Special Editions: TI.Z and GTAZ

Developed by the famous Italian coachbuilder Zagato, the TI.Z (launched in 1993) and GTAZ (launched in 1995) models emerged from a specific demand from enthusiasts and investors in the Japanese market. Faced with the Alfa Romeo board's refusal to produce a more aggressive version of the 155 for cost reasons, this group of importers struck a direct agreement with Zagato.

The models had an exclusive muscular bodywork and special alloy wheels supplied by the OZ brand. The TI.Z model utilized the 2.0 Twin Spark engine tuned to generate 170 hp. The top-of-the-line model, GTAZ, used the Q4's turbo engine and all-wheel drive recalibrated to deliver 215 hp at 5,500 rpm and 314 Nm of torque at 2,500 rpm. Weighing 1,400 kg, the GTAZ accelerated to a top speed of 230 km/h. Almost all of the very few produced units of these models were exported exclusively to the Japanese market.

The sedan began to be officially imported to Brazil around 1995 and 1996, a period of great expansion for imported cars in the country. The model was marketed mainly in the Elegant and Super versions. The Elegant version featured a slightly softer and higher suspension calibration aimed at comfort, while the Super version presented a lowered suspension, sporty design wheels, and a more dynamic look.

The best-selling model in the national market came equipped with the 16-valve 2.0 Twin Spark engine with a cast-iron block, which developed 150 hp. Due to the high import tax, very few units with the 8-valve engine and rare examples with the coveted 2.5 V6 Busso engine landed in the country.

The 155 was positioned as a niche premium sedan, rivaling German models. The car came from the factory with digital automatic air conditioning, power seat adjustments, four-wheel disc brakes with ABS, a driver's airbag, and 15-inch alloy wheels. Buyers could include optional items that were rare for the time, such as genuine leather seat upholstery and a power sunroof.

Total manufacturing of the Alfa Romeo 155 at the Pomigliano d'Arco plant totaled exactly 195,526 units over its six years of existence. This volume consolidated the model as a moderate-volume vehicle compared to its main competitors at the time, which today accentuates its rarity in the classic car market.

The exact distribution of official Alfa Romeo 155 production volumes by engine and version is detailed in the table below.

No chapter in the history of the Alfa Romeo 155 is as emblematic as its trajectory in the Deutsche Tourenwagen Meisterschaft (DTM). The Italian brand's entry into the competition in 1993 was led by sporting director Giorgio Pianta.

To challenge the Germans on their own turf, the brand developed the radical Alfa Romeo 155 V6 TI. Under the Class 1 category rules of the time, designers could modify almost the entire vehicle, provided they maintained the original engine block materials and a displacement of up to 2.5 liters with a maximum of 6 cylinders.

The 2.5-liter V6 engine with an aluminum block was positioned longitudinally in the chassis. This engine rotation allowed for coupling a permanent all-wheel-drive system with a 6-speed gearbox installed in a magnesium casing. The system distributed 33% of the torque to the front axle and 67% to the rear.

The engine featured intake valves made of titanium, a dry-sump lubrication system, and tuned exhaust manifolds. The powerplant weighed only 110 kg and generated an astonishing 420 hp at 11,800 rpm in its first 1993 version, evolving to 495 hp in the following seasons. Thanks to the massive use of carbon fiber in the bodywork, the race car's total weight was just 1,040 kg.

In its debut season in 1993, driver Nicola Larini won half of the DTM championship races, securing the title in a historic manner and consecrating the 155 as a track icon.

The Alfa Romeo 155 played a vital role in the brand's industrial transition under Fiat Group control. Although it was born under the suspicious eyes of purists due to platform sharing and front-wheel drive, the model proved throughout its trajectory that the essence of Alfa Romeo resided in refined dynamic behavior and the mechanical passion of its engines.

Its achievements on the German and British racetracks served as a valuable engineering showcase, helping to rebuild the brand's global sporting reputation. Today, the model is revered as an important modern classic, whose rare street versions and special editions collect admirers for their unique combination of aggressive styling, sophisticated engineering, and racing pedigree.