Alfa Romeo 164 V6 TB
Alfa Romeo 164 Super V6 TB
In the 1980s, Alfa Romeo was in a critical state. As a state-owned enterprise, it struggled with heavy financial losses and constant labor strikes; a question mark hung over its very survival. Ultimately, there was no other solution but to move under the wing of the giant known as FIAT. Most customers and fans of the brand were deeply disappointed by this step. Sometimes, however, only time reveals what is right and what is wrong. Judging history belongs to others, but I don't even want to imagine how Alfa might have ended up if FIAT hadn't taken it over and supported it economically. Perhaps we would never have seen the 156 GTA, 147 GTA, 8C, 4C, or the reincarnated Giulia QV, and so on. I admit that I am not nearly as critical in evaluating this move, nor do I fully identify with the oft-repeated dogma that the Alfa 75 was the last 'true' Alfa.
Over the years, the Alfa 75 has become an icon, most notably in the Turbo and 3.0 V6 versions. But a legend is one thing; objective practice is another. The trans-axle layout was amazing and bold, and to this day, it is hard to fathom how Alfa managed to push such a revolutionary and expensive solution into what was essentially a family car. This raises the question of whether such economically demanding solutions were among the financial nails in the coffin of its independent existence. Such a layout is justifiable and desirable for the aforementioned V6 and turbo versions, but why implant it into 1.6, 1.8, or diesel powerplants? It is more than likely that customers who chose the 1.6 or TD versions never reached the car's limits where they could actually benefit from this exceptional configuration. The idea and technology were fantastic, but perhaps they should have been used selectively. Everything, after all, comes at a price.
The transition under FIAT's wings provided the impulse for a new era of the automaker, aimed at its economic resurrection. Its management saw the path forward in switching to the increasingly modern and cheaper 'all-in-front' solution. This meant moving from the previously used front-longitudinal engine and rear-wheel drive to a front-transverse engine and front-wheel drive system. I don't know if the driving force was an effort to keep up with the times, but I suspect that the simplification of production and economic costs were decisive. Thus, the sedan designated as the 164 became the new flagship, intended to succeed the departing Alfa 75 on the metaphorical throne.
The name comes directly from the internal project code that Alfa Romeo engineers brought with them into the Fiat Group after the privatization of the state enterprise. In the Asian market, the model was renumbered to 168 because, when read phonetically, 164 resembles the phrase 'straight path to death,' which was not particularly acceptable.
The project was developed on the Tipo 4 platform, which it shared with three other cars developed together, though each in a different place: the Fiat Croma, the Lancia Thema, and even the Saab 9000. It is remarkable how the designers managed to distinguish these 'quadruplets' from one another visually.
Under new management, Alfa didn't want to leave anything to chance, so they decided to knock on the right door regarding design. Yes, directly at Pininfarina, with whom they linked their existence for years to come (for example, with the GTV and Spider twins). At that time, the design genius Enrico Fumia held sway at Pininfarina, and his signature is clearly recognizable on the aforementioned vehicles.
Just look at the rear light line stretching across the entire width of the car. And since we've touched upon this artist, it's worth mentioning that his range was vast and his drive even greater—he was also responsible, for instance, for the design of the Lancia Y, which we discuss in another article.
The aforementioned cars on the Tipo 4 platform were intended to share much more—primarily the center section, including the doors. However, at Pininfarina, they pushed for an exception, and thanks to that, the Alfa 164 is so wonderfully clean in its design. It didn't have to compromise for the sake of the others, allowing the shapes to emerge undisturbed as a cohesive whole. The resulting drag coefficient of 0.30 speaks for itself. The goal was for all versions of the 164 to be capable of exceeding the 200 km/h mark, including the diesel version. This excellent aerodynamics was achieved through extensive time and testing in the wind tunnel, refining lines, removing sharp edges, and smoothing any areas that would negatively impact airflow. At the base of the windshield, the Alfa was significantly lower than its siblings, which allowed for optimized flow around the body. High-speed stability was aided by a sharp Kamm-tail on the trunk lid, as well as B-pillars that overlapped the door frames all the way to the roof edge when closed.
The Alfa 164 was the last of the four siblings to be unveiled, debuting in 1987 at the Frankfurt Motor Show. The aim was to reduce costs and simplify as well as speed up production on the assembly line. A large portion of the body welds were performed by robots, and the entire factory was significantly modernized for the new line. The engine was mounted in a subframe, which also accelerated the final assembly process.
The extent of the hopes the automaker pinned on the 164 and the care devoted to it is still visible today, nearly 40 years later. The interior was very modern for its time, dominated by a large center console designed like a massive keyboard with a multitude of control buttons. The instrument cluster was clear, featuring gauges with a new and legible graphic design. The base upholstery consisted of a very pleasant fabric that resists the ravages of time even years later. The seats themselves were a chapter in their own right—one could choose from a range of leather shades, from black to creamy white. The seats could be upgraded with electric adjustment and heating. The same high-quality leather also appeared on the door panels, which were initially equipped with flip-out storage compartments. The doors are massive, the leather thick, and once closed, they insulate the cabin perfectly from noise.
For our test, we chose the model following the 1992 modernization, which made the car feel more mature. I believe that, in this exceptional case, the modernization truly benefited the car, adding both elegance and quality. This version bears the 'Super' designation, a tradition in the brand's terminology.
The car wears an elegant dark blue metallic finish, Blu Genova Metallic, which contrasts with the ivory-toned leather. The vehicle is in the highest possible trim, featuring two airbags, a wooden-rimmed steering wheel, fully automatic climate control, and power windows and mirrors. The modernization brought a new bumper design—more substantial and complemented by an elegant chrome strip that breaks up the larger surfaces and visually lowers the car. The original 15-inch wheels were replaced here by one-inch larger discs with a polished finish, emphasizing the car's overall elegance. Ours comes directly from Italy, having been driven around Bergamo, and remains in completely original condition.
Under the hood of the Alfa 164, a whole range of brilliant engines appeared. The base was the well-known 2.0-liter with an 8-valve chain-driven valvetrain and two spark plugs per cylinder, carried over from the Alfa 75. In the same displacement, there was also the 2.0 i.e. Turbo engine from the corporate sibling Lancia Thema, also known from the Delta, equipped with balance shafts for smoother operation. Its output was 129 kW (121 kW with a catalytic converter), while the standard Twin Spark provided 109 kW. Toward the end of production, a 16V version of the 2.0 Twin Spark appeared in the 164, which unfortunately was nowhere near as reliable as its all-aluminum 8-valve predecessor. Our car is also equipped with a 2.0-liter engine, but a rather special one. It is a V6, which represented the absolute pinnacle of the Alfa 164 range.
And why did I use the word 'special'? This engine was fitted to Alfa Romeos exclusively for the Italian market, where cars with displacements over two liters were heavily taxed. It is a 12V version of the engine, where the displacement was reduced from 3.0 to 2.0 liters by changing both the bore and the stroke, which dropped from 72.6 to 66.2 mm. It was equipped with lighter connecting rods and pistons, and thanks to the shorter stroke, it revs very eagerly. The engine is fed by a Garrett T25 turbocharger with an intercooler and features an overboost function for short-term torque increases. The character of the two V6s is thus completely different. Where the 3.0 V6 delivers power with a linear progression, the 2.0 V6 presents itself with a massive, sudden surge the moment the turbocharger spools up.
Personally, I think the 3.0 suits the car's character better, but with the 2.0, you will still be shocked at how well a relatively large limousine can pull. At times, I felt drops of sweat on my back from how fast the turbo car goes. When you're in a GTV, you perceive it differently. But here, you are sitting in a leather armchair surrounded by four passengers, and the car is bending your neck. The engine delivers its 148 kW—exactly 200 horsepower—quite uncompromisingly. On a German autobahn, I tested whether the car could still exceed 200 km/h after 30 years, and the moment the needle swung past 230 km/h, I was cured of any need to prove anything further. 😊
The car is mated to a 5-speed manual, which it shared with the Thema and was produced in the Vercelli factory. It is neither bad nor good. Actually, I'd say it works exactly as you'd expect in a limousine, but nothing more. I believe a 6th gear would have suited the car's character immensely. Gear ratios and spacing varied between versions. For the 3.0 engine, it was possible to opt for a 4-speed automatic from ZF. A chapter unto itself was the Q4 version with all-wheel drive from the Austrian firm Daimler-Steyr-Puch (Magna Steyr). For Alfa, the engineers developed a system called Viscomatic, which used an electronically controlled viscous coupling and a Torsen rear differential to variably distribute torque between the axles from 0% to 100%, based on load. It communicated with the engine ECU and the ABS. This was the only 164 equipped with a mechanically reinforced 6-speed gearbox from Getrag. Thus, the Q4 version represents the very peak of the 164 series.
The car's driving behavior, despite the 'all-in-front' layout, is very confident, and the way the car holds in corners is—considering the front-axle load and the size of the vehicle—almost unbelievable. The Alfa 164 was a very luxurious commodity. Prices for V6 models started around 1.2 million CZK (approximately 50,000 Euro today). The Q4 version was by far the most expensive, selling for around 1.6 million CZK (approx. 65,000 Euro).
The car owes its excellent driving characteristics to a very sophisticated chassis. Although the base of the Tipo 4 platform was identical for all the aforementioned cars, Alfa insisted on its own differences to live up to its sporting character. It featured quicker steering and stiffer rear axle bushings. The front suspension is a classic MacPherson strut with triangular wishbones and an anti-roll bar, featuring a modified top mount that allowed for a lowered front end. The rear is a specific modification with two transverse and one longitudinal arm. The Q4 version had a modified rear axle to accommodate the differential. The QV and Q4 versions—and optionally some V6 models—were equipped with an electronic damping control system developed together with Boge.
For the sake of completeness, it's worth mentioning that the 12-valve 3.0 V6 version is essentially the 3.0 V6 from the Alfa 75. However, it was adapted for transverse mounting, requiring different engine mount points, a redesigned oil pan, flywheel, and various other components. While the Alfa 75 utilized BOSCH L-Jetronic injection, the Alfa 164 already featured the more modern BOSCH Motronic, which also powered the final production units of the Alfa 75 3.0 V6, known as the Potenziata, with output increased to 141 kW from the original 138 kW.
Between 1987 and 1998, Alfa Romeo produced a total of 273,857 units. The most common was the Twin Spark version, with over 150,000 examples. The 'unicorn' remains the Q4 version, of which only 1,206 were built. The 2.0 V6 TB Super engine we tested accounts for fewer than 15,000 units of the total production.
The Alfa 164 is a much-overlooked car today, with prices only slowly rising from their rock bottom. But looking back at the Alfa 75, I believe the 164 is still waiting for its reincarnation. After all, over 375,000 units of the 75 were produced—and how many are on the road today? And how highly valued are the V6 models now?
Every time I step into a 164, I realize what great cars Alfa used to make. The sharp, angular, and extremely elegant design; the unmistakable rear light strip; the comfortable, luxurious interior; and under the hood, engines that provided unquestionable dynamics. But that's how life goes—sometimes you succeed, sometimes you don't. Alfa managed to survive a moment when it stood on the brink of an abyss, and let's be honest: the 164 was the one that reached out a hand to save it. So let's finally let it join the ranks of the 'true Alfas.' In my judgment, it rightfully belongs there…..
Photo: Press Stellantis Heritage
