Alfa Romeo 164 Twinspark Super
Discussion
Ha! Should I be apologising or congratulating you? I'm keen to see what you've picked up!
Yes as far as I know it was a factory fit spoiler for the Super. I've toyed with removing it many times over the years but once its all polished up its probably the most subtle addition for the boot.
There are other spoilers I think for the Q4, including a Zender version:
https://www.ebay.com.au/itm/ALFA-ROMEO-164-ZENDER-...
Come on then, what did you get?
Yes as far as I know it was a factory fit spoiler for the Super. I've toyed with removing it many times over the years but once its all polished up its probably the most subtle addition for the boot.
There are other spoilers I think for the Q4, including a Zender version:
https://www.ebay.com.au/itm/ALFA-ROMEO-164-ZENDER-...
Come on then, what did you get?
Cambs_Stuart said:
Out of interest, what rust killing/treating stuff are you planning to spray around Phil's workshop?
Undecided - I've had mixed results with Bilt Hamber, mainly because I think my prep was lacking / parts were too far gone. He's offered some U Pol equipment which would be quick and ready to go with the spray gun, but I'm aiming to prepare anything detachable off-site prior to a 'day of fitting', so suggestions welcome. I don't fancy the POR90 stuff as the parts will be moving/transported a lot and the stuff sounds like a living bog from the Neverending Story.
gforceg said:
The clover on the dipstick is a nice touch. I hadn't seen that before.
Great work as with your other cars too.
Thanks - yes lots of little touches throughout the car, sills covers with the logo, lots of neat trim ideas on handles/cubby holes in the interior. Even the handbrake has a cover when not in use to make it flush with the centre console. As a lifelong lover of ergonomics and clean lines, the car is a reassuring wonder to me.Great work as with your other cars too.
helix402 said:
Looks like Somerton?
It is, well spotted - my Mum's permanent residence now following years of work by the parents (Dad was a structural engineer, and let's just say his expertise was needed).Projectblue51 said:
It’s not here yet, but tomorrow. So here is a taster. It comes with the spoiler but it’s not fitted and I wondered what it would look like with it on.
This is obscenely nice! Wishing you a very safe delivery, and looking forward to hearing all about it - from that quarter it looks to be in fine nick for a 3 litre!Happy holidays all - Stage 1 of the aforementioned plan is thankfully complete after a day in a (well ventilated) workshop, and I'm happy to report the Alfa is firmly in the Not Dripping Anything category now.
Frosty start after 2 months with the battery disconnected... luckily not even a hint of an issue with the new starter.
At Alfacraft we had to move some old pieces of tat out of the way, naturally....
Amazing example of the 2000 - some bits and pieces adjusted or upgraded but 100% rust free and heading off to a new owner. Wish I had bought one 10 years ago, of course...
But this was not a day for daydreaming! In order to stop Dripping Anything, the front right and rear left brake hoses had to be replaced with recently scavenged parts from the Alfa underground, and I took advantage of Phil's experience to replace the rocker gasket and half moon seals in an attempt to finally solve the oil weep. Tears for Italy, I suppose.
Plug cover off, Magnecor leads off. Some evidence of damp in the plug holes - I've resolved to purchase a new set of 8 plugs and investigate properly next week.
Cam cover off and I am vindicated in the lottery of gasket numbers - this later 8V twinspark has the one piece gasket, not the multipiece for those with variators, nor some of the wonky gasket examples used for distributor-equipped examples. It was a bit of guesswork and scattered knowledge assembly, as always, for the 164, but Phil gave a grudging sniff of acceptance at the one I had found.
A good hour of checking the mating surface, slicing off gasket residue and finally sanding followed to prepare the surface. The half moon seals looked to be the main culprits for the weeping, and so I was again happy that the pair from Germany I'd spent a few Euros on fitted snugly.
After a clean and dry, it was ready to go back together. We flirted with the idea of applying some gasket sealant on the seals, but in the end Phil convinced me to go with the factory 'no sealant' style, just this once. I also discovered that Senna the german shephard absolutely loved having his fur fluffed by compressed air:
Cover back on after some adjustments to nearby wiring, oil pressure sensor and cam breather hoses. The torque wrench was unpacked and Phil used the 'spiral' technique to ensure the correct fitment, and I made sure not a single bit of gasket was snagged by an uncooperative bolt.
In a less glamourous afternoon, Phil took the lead in deploying heat, sprays and swearwords to loosen off crusty brake lines and hoses, managing the change the two flexis that were suspect or leaking already.
A quick bleed was of course obstructed by a seized bleeding nipples and awkward angles, but some workarounds were employed and its 90% there...I hope! The front calipers are looking pretty shoddy now so I'm aiming to replace them in Stage 2.
Phil also helped me fit some new UFO-sized repair washers for the exhaust heatshields, and fortunately supplied a load of fresh exhaust rubbers to remove the last of the rattles. Phew.
Success! The Alfa is back to agreeably working status for 2021, and I can hopefully amass enough parts and rustproofing substances to kick of Stage 2.
The brake pedal is still quite spongy but I'll keep an eye on the fluid level and likely get another full bleed in before any long journeys (unlikely as the may be at present).
Frosty start after 2 months with the battery disconnected... luckily not even a hint of an issue with the new starter.
At Alfacraft we had to move some old pieces of tat out of the way, naturally....
Amazing example of the 2000 - some bits and pieces adjusted or upgraded but 100% rust free and heading off to a new owner. Wish I had bought one 10 years ago, of course...
But this was not a day for daydreaming! In order to stop Dripping Anything, the front right and rear left brake hoses had to be replaced with recently scavenged parts from the Alfa underground, and I took advantage of Phil's experience to replace the rocker gasket and half moon seals in an attempt to finally solve the oil weep. Tears for Italy, I suppose.
Plug cover off, Magnecor leads off. Some evidence of damp in the plug holes - I've resolved to purchase a new set of 8 plugs and investigate properly next week.
Cam cover off and I am vindicated in the lottery of gasket numbers - this later 8V twinspark has the one piece gasket, not the multipiece for those with variators, nor some of the wonky gasket examples used for distributor-equipped examples. It was a bit of guesswork and scattered knowledge assembly, as always, for the 164, but Phil gave a grudging sniff of acceptance at the one I had found.
A good hour of checking the mating surface, slicing off gasket residue and finally sanding followed to prepare the surface. The half moon seals looked to be the main culprits for the weeping, and so I was again happy that the pair from Germany I'd spent a few Euros on fitted snugly.
After a clean and dry, it was ready to go back together. We flirted with the idea of applying some gasket sealant on the seals, but in the end Phil convinced me to go with the factory 'no sealant' style, just this once. I also discovered that Senna the german shephard absolutely loved having his fur fluffed by compressed air:
Cover back on after some adjustments to nearby wiring, oil pressure sensor and cam breather hoses. The torque wrench was unpacked and Phil used the 'spiral' technique to ensure the correct fitment, and I made sure not a single bit of gasket was snagged by an uncooperative bolt.
In a less glamourous afternoon, Phil took the lead in deploying heat, sprays and swearwords to loosen off crusty brake lines and hoses, managing the change the two flexis that were suspect or leaking already.
A quick bleed was of course obstructed by a seized bleeding nipples and awkward angles, but some workarounds were employed and its 90% there...I hope! The front calipers are looking pretty shoddy now so I'm aiming to replace them in Stage 2.
Phil also helped me fit some new UFO-sized repair washers for the exhaust heatshields, and fortunately supplied a load of fresh exhaust rubbers to remove the last of the rattles. Phew.
Success! The Alfa is back to agreeably working status for 2021, and I can hopefully amass enough parts and rustproofing substances to kick of Stage 2.
The brake pedal is still quite spongy but I'll keep an eye on the fluid level and likely get another full bleed in before any long journeys (unlikely as the may be at present).
Happy new year everyone - hope you are all compiling a list of projects for 2021!
The Alfa's heater fan cut out yesterday on a short run, and I again offered a short limoncello to the automotive gods that this was not the motor. That is a full autopsy procedure in a 164, and I had no interest in starting the year, or the long weekend with a miserable interior disassembly, punctuated by the snaps of fragile plastic clips.
First check - the 10A fuse in the driver's internal fusebox labelled 'air conditioning' is actually for the fan. It was intact.
Fortunately a quick prod of the 40A fuse and relay under the front scuttle (changed two years) ago kicked the spinning blades back in to action.
I gave the contacts a scrub and applied some fresh electrical compound - back in business with a reassuring gust of wind.
I looked online for a backup relay but following the Brexit uncertainty the shipping charges from the EU all seem to be in the realms of 'guesswork amounts', so I'll leave that for the time being and call some 164 breakers in Jan.
Having cleaned out the scuttle over the summer it was remarkably dry - just a few leaves, no mulch or swampiness to worry about. The area needs a slight tidy with Bilt Hamber but otherwise all wiring and earth points are solid.
Let's hope the rest of the year
The Alfa's heater fan cut out yesterday on a short run, and I again offered a short limoncello to the automotive gods that this was not the motor. That is a full autopsy procedure in a 164, and I had no interest in starting the year, or the long weekend with a miserable interior disassembly, punctuated by the snaps of fragile plastic clips.
First check - the 10A fuse in the driver's internal fusebox labelled 'air conditioning' is actually for the fan. It was intact.
Fortunately a quick prod of the 40A fuse and relay under the front scuttle (changed two years) ago kicked the spinning blades back in to action.
I gave the contacts a scrub and applied some fresh electrical compound - back in business with a reassuring gust of wind.
I looked online for a backup relay but following the Brexit uncertainty the shipping charges from the EU all seem to be in the realms of 'guesswork amounts', so I'll leave that for the time being and call some 164 breakers in Jan.
Having cleaned out the scuttle over the summer it was remarkably dry - just a few leaves, no mulch or swampiness to worry about. The area needs a slight tidy with Bilt Hamber but otherwise all wiring and earth points are solid.
Let's hope the rest of the year
Edited by Spinakerr on Sunday 3rd January 13:48
rxe said:
Won’t the relay just be a standard item that you can get from anywhere?
Well... yes... but... Alfa? Of course you're right, I just always worry that non-original relays fail quicker and don't have the same spacing in the posts or some such. Luckily the relay itself was common on the 166 and others, so a quick search of an 'Alfa fan relay' has yielded the correct item for a few pounds in the UK.Cambs_Stuart said:
Sounds like a shot of limoncello well spent. Does it only work on italian motoring gods, or will the french ones accept it too?
Unknown. Perhaps some napoleonic brandy? I'm sure there's a guide for Clio offerings somewhere...gforceg said:
No hijack intended but this might be of interest in here.
MOT expired seven years ago but this looks nice if the price was right. I have no connex to the car/seller/owner.
https://www.carandclassic.co.uk/car/C1264025
Looks good, quite stately and reserved in the burgundy. If its been laid up that long a full check of every hoses, clamp and liquid could end up being quite a task, but a manual 3ltr is a rare beast these days. There's even a full dark green leather interior on eBay that combined would transform it into full 70s colour clash spec.
MOT expired seven years ago but this looks nice if the price was right. I have no connex to the car/seller/owner.
https://www.carandclassic.co.uk/car/C1264025
Looks good, quite stately and reserved in the burgundy. If its been laid up that long a full check of every hoses, clamp and liquid could end up being quite a task, but a manual 3ltr is a rare beast these days. There's even a full dark green leather interior on eBay that combined would transform it into full 70s colour clash spec.
Thanks - fortunately ol' 7752313 had an original replacement sourced from a known breaker for a few pounds, and the replacement instantly restored the fan back to life. Phew. A few more fixed like that please in 2021, Alfa deities!
Excuse awkward angles, I was trying to hold the scuttle cover and both relays while take a photo:
Brake pedal had some sponginess and the column ignition return spring for the starter motor is a little sticky, but there are no leaks at all in the engine bay and as soon as lockdown lifts a bits we're pushing onwards to the derustification and sealing of the underside.
Excuse awkward angles, I was trying to hold the scuttle cover and both relays while take a photo:
Brake pedal had some sponginess and the column ignition return spring for the starter motor is a little sticky, but there are no leaks at all in the engine bay and as soon as lockdown lifts a bits we're pushing onwards to the derustification and sealing of the underside.
The 164 has attained another MOT, without advisories but plenty on the list to be sorted. No surprises - just items to be renewed or protected this year, if we're ever allowed outside again.
Insert 80s retro nightime shot:
Gosh I felt all Miami Vice for a second.
There was a bit more condensation on the inside glass this year, so Phil at Alfacraft helpfully purged the drains with some air - minor blockages.
I sincerely hope that's the cause of the damp. He said the windscreen was a replacement, and unfortunately might not have been put in correctly. Oh, for a garage / warehouse for all these despondent vehicles...
The hunt for front shock absorbers continues. They appear to be extinct, and strangely a complete coilover set at ~700 is looking tempting. Any suggestion welcome!
Insert 80s retro nightime shot:
Gosh I felt all Miami Vice for a second.
There was a bit more condensation on the inside glass this year, so Phil at Alfacraft helpfully purged the drains with some air - minor blockages.
I sincerely hope that's the cause of the damp. He said the windscreen was a replacement, and unfortunately might not have been put in correctly. Oh, for a garage / warehouse for all these despondent vehicles...
The hunt for front shock absorbers continues. They appear to be extinct, and strangely a complete coilover set at ~700 is looking tempting. Any suggestion welcome!
I finally got round to changing the spark plugs today. The old ones were perhaps 4 or five years old, and perhaps 15k, but the seasons had certainly rustified them nicely.
No issues on the business ends, thankfully.
16 NGKs, I can pretend I can afford a W16 one day.
I'm especially grateful for the space in the 'valley', as these can actually be hand tightened with finger and thumb for the first half of the thread adventure. I aim to keep my record of never having cross threaded a plug!
A dab of dialectic grease on each end, magnecors reattached and the car is set for another few years, all being well.
I'm happy to report I've also sourced a few oddments like power steering hoses, some clips and bolts and other fripperies to generally keep the car happy.
I'm dicing with the option of getting a NOS rubber intake assembly as mine has a few splits and I'm unlikely to ever see another. At £140 its a spendy item, but I may just have to get on the soup and noodles for a few weeks to ensure its in my stash.
No issues on the business ends, thankfully.
16 NGKs, I can pretend I can afford a W16 one day.
I'm especially grateful for the space in the 'valley', as these can actually be hand tightened with finger and thumb for the first half of the thread adventure. I aim to keep my record of never having cross threaded a plug!
A dab of dialectic grease on each end, magnecors reattached and the car is set for another few years, all being well.
I'm happy to report I've also sourced a few oddments like power steering hoses, some clips and bolts and other fripperies to generally keep the car happy.
I'm dicing with the option of getting a NOS rubber intake assembly as mine has a few splits and I'm unlikely to ever see another. At £140 its a spendy item, but I may just have to get on the soup and noodles for a few weeks to ensure its in my stash.
You're right, in fact maybe they would welcome a challenge and something not 'off the shelf', even KYB the original manufacturer might offer some advice - I'll send them some notes of my plights and this thread!
I'm going to keep plugging away at the Alfa boards and groups too - I'm sure somewhere in Italy there's a perfect set with a dessicated price tag of 200 EUR, but for now the search continues.
At least the engine is sounding healthy and the parts continue to trickle in. Phil mentioned Auto Italia is on this year at Brooklands for July, so that's my target...
I'm going to keep plugging away at the Alfa boards and groups too - I'm sure somewhere in Italy there's a perfect set with a dessicated price tag of 200 EUR, but for now the search continues.
At least the engine is sounding healthy and the parts continue to trickle in. Phil mentioned Auto Italia is on this year at Brooklands for July, so that's my target...
Bank holiday afforded time for an oil change on the 164. It had been only a few thousand miles but I think 18 months so embarrassingly overdue.
I pulled out the jack and axle stands before remembering they were not required - just goes to show it had been a while!
Engine was carefully warmed through, the plug loosened with a gentle socket extension and top cap loosened/dipstick out to maximise drainage.
Please ignore the rust for the time being, I'm getting there.
The FRAM PH9105 I had installed previously came off with minimum encouragement - check out page 1 of this thread on how bad it can be if left!
As there was always a slight weep from the oil filler cap, Phil had kindly given me a NOS cap for this era of the 8V. Its not as pretty, and given the engine layout the ENGINE OIL script runs 90 degrees to legible, but I'm keep to get a drip-free engine.
Fresh Millers 10w40 back in and the car is all set for more miles, and definitely now deserves a through clean. It was at this point that I realised one of the spark plug cover bolts was missing.
Blast!
I pulled out the jack and axle stands before remembering they were not required - just goes to show it had been a while!
Engine was carefully warmed through, the plug loosened with a gentle socket extension and top cap loosened/dipstick out to maximise drainage.
Please ignore the rust for the time being, I'm getting there.
The FRAM PH9105 I had installed previously came off with minimum encouragement - check out page 1 of this thread on how bad it can be if left!
As there was always a slight weep from the oil filler cap, Phil had kindly given me a NOS cap for this era of the 8V. Its not as pretty, and given the engine layout the ENGINE OIL script runs 90 degrees to legible, but I'm keep to get a drip-free engine.
Fresh Millers 10w40 back in and the car is all set for more miles, and definitely now deserves a through clean. It was at this point that I realised one of the spark plug cover bolts was missing.
Blast!
Gosh that's a really good question, and I may be guilty of thinking too much about this! I'll set it out like I do at my job - in brief and in detail.
In Brief:
A classic Saab 900 would be a better car to daily for a number of key reasons, mostly on a practical level: parts availability, durability and simplicity.
My pick would be a non-turbo five speed manual for simplicity - all of my issues and expense have been on the additional Turbo components and associated tendrils, without the premium upfront cost.
Club support, specialists and knowledge on the classic 900 is widespread. My wife has put more miles on ours in 1 year than I have in 5 on the 164. That decides it.
In Detail:
164:
The 164 is a more modern car in many respects - a ground up 80s super saloon with wonderful lines, tried & tested engines and great balance, poise and versatility if all suspension, steering and braking components are in good order. Goes unnoticed by 99% of humans, which is either a pro or a con depending on your outlook.
Pros:
- Wonderful looks, fantastic interior and cockpit layout.
- Surprisingly resistant to rust and wear - twinspark 8V chain driven and very tough, all button and switches/components are long lived.
- Really, really great to drive. Its obvious a lot of attention was paid to making it comfortable and not fatiguing to nose round horrible inner city Rome as well as 200 mile schleps across the country.
- Suspension and steering a marvel.
- Still a relatively bargain to buy compared to other marques and level of quality/equipment.
- High spec items don't really cost a premium - electric and heated things, even the mirrors.
- Still cheap for what they are, especially the twinspark.
- Twinspark very torquey and actually has some lovely noises, exhaust has actually has some attention to get a proper note.
Cons:
- Part availability a real issue.
- Specialists non existent, no documentation or literature anywhere except Italy really.
- Electrics are durable, but random issues and 'old car problem' are more of a headache without a proper OBDII or long list of internet forums documenting the issues. Brainpower needed to solve things!
- Because things take ages to wear, its tempting to leave them a long time... I've left my suspension and shock a bit too long now and its going to cost a pretty penny to get right.
Saab 900:
An older design but one that is now iconic, and advanced for its time. Typical Saab quirks relating to safety and toughness. Get plenty of attention wherever you go, though maybe that's just people wanting to talk to the wife...
Pros:
- Iconic looks, great ergonomics and comfortable interior.
- Saab reputation for toughness deserved, but lots of places they rot - bonnets, doors, sunroofs, wheelarches, exhaust mounts, boot. Replacement panels and suchlike available though when they do go.
- Premium on Turbos mean the non-Ts a relatively cheap and I think excellent value for a 5 speed.
- Relatively spartan interiors - early 80s, not executive 90s.
- Plenty of specialists and breakers, great club support and people.
- Standard exhaust sounds dull.
- Turbo boost is addictive - even though you can be making full boost the modern 5 series next to you won't think you are trying to race them. But she is. She always is.
- (from wife) Gets let out a lot at junctions and traffic jams.
- (from wife) Great visibility through the curved windscreen, plenty of light and big bumpers make it easy to judge manoeuvres/park.
Cons:
- Early turbo engine relatively complicated with lots of hoses, wires, lines and modules - most won't stop you running or driving, but its a fair mission to get one running A1. Gearboxes and other items known for fragility vs a turbo engine.
- Electrics now a key issue - especially if, like us, you get a 1985 version with the soya/biodegradeable wiring. Major headache.
- Some parts now hard to find other than used, but that's the same for all classic really.
- Values climbing for Turbo make the really sorted ones tough to obtain.
Hope that helps, that was fun to put down in writing!
In Brief:
A classic Saab 900 would be a better car to daily for a number of key reasons, mostly on a practical level: parts availability, durability and simplicity.
My pick would be a non-turbo five speed manual for simplicity - all of my issues and expense have been on the additional Turbo components and associated tendrils, without the premium upfront cost.
Club support, specialists and knowledge on the classic 900 is widespread. My wife has put more miles on ours in 1 year than I have in 5 on the 164. That decides it.
In Detail:
164:
The 164 is a more modern car in many respects - a ground up 80s super saloon with wonderful lines, tried & tested engines and great balance, poise and versatility if all suspension, steering and braking components are in good order. Goes unnoticed by 99% of humans, which is either a pro or a con depending on your outlook.
Pros:
- Wonderful looks, fantastic interior and cockpit layout.
- Surprisingly resistant to rust and wear - twinspark 8V chain driven and very tough, all button and switches/components are long lived.
- Really, really great to drive. Its obvious a lot of attention was paid to making it comfortable and not fatiguing to nose round horrible inner city Rome as well as 200 mile schleps across the country.
- Suspension and steering a marvel.
- Still a relatively bargain to buy compared to other marques and level of quality/equipment.
- High spec items don't really cost a premium - electric and heated things, even the mirrors.
- Still cheap for what they are, especially the twinspark.
- Twinspark very torquey and actually has some lovely noises, exhaust has actually has some attention to get a proper note.
Cons:
- Part availability a real issue.
- Specialists non existent, no documentation or literature anywhere except Italy really.
- Electrics are durable, but random issues and 'old car problem' are more of a headache without a proper OBDII or long list of internet forums documenting the issues. Brainpower needed to solve things!
- Because things take ages to wear, its tempting to leave them a long time... I've left my suspension and shock a bit too long now and its going to cost a pretty penny to get right.
Saab 900:
An older design but one that is now iconic, and advanced for its time. Typical Saab quirks relating to safety and toughness. Get plenty of attention wherever you go, though maybe that's just people wanting to talk to the wife...
Pros:
- Iconic looks, great ergonomics and comfortable interior.
- Saab reputation for toughness deserved, but lots of places they rot - bonnets, doors, sunroofs, wheelarches, exhaust mounts, boot. Replacement panels and suchlike available though when they do go.
- Premium on Turbos mean the non-Ts a relatively cheap and I think excellent value for a 5 speed.
- Relatively spartan interiors - early 80s, not executive 90s.
- Plenty of specialists and breakers, great club support and people.
- Standard exhaust sounds dull.
- Turbo boost is addictive - even though you can be making full boost the modern 5 series next to you won't think you are trying to race them. But she is. She always is.
- (from wife) Gets let out a lot at junctions and traffic jams.
- (from wife) Great visibility through the curved windscreen, plenty of light and big bumpers make it easy to judge manoeuvres/park.
Cons:
- Early turbo engine relatively complicated with lots of hoses, wires, lines and modules - most won't stop you running or driving, but its a fair mission to get one running A1. Gearboxes and other items known for fragility vs a turbo engine.
- Electrics now a key issue - especially if, like us, you get a 1985 version with the soya/biodegradeable wiring. Major headache.
- Some parts now hard to find other than used, but that's the same for all classic really.
- Values climbing for Turbo make the really sorted ones tough to obtain.
Hope that helps, that was fun to put down in writing!
Edited by Spinakerr on Saturday 8th May 12:32
A recent front end intermittent clonk provided a good excuse to go and visit Phil and Senna at Alfacraft.
Any chat with Phil is a learning experience, and he quickly found what I had missed once the 164 was up on the ramp...
The upper bush that passes through the wishbone had fled the scene, and the others (which were replaced 5 years ago) were looking ropey, cracked and miserable.
No matter - all this was being chucked as soon as the unfindable front shocks are sourced, so we continued a chinwag and I was on my way, with instruction to not go far or fast.
A quiet drive home was interrupted by a significant impact on the front wheel on the A316 from an errant brick-like object (likely suspect: a brick), followed by the unmistakeable steering reaction of a flat tyre.
Blast. Very annoying, but at least this particular tyre was 5 years old and was in like for replacement in some future well-moneyed fantasy I had.
I'll just put the spare on for the final 5 minutes home. Oh...
Double blast. Now I recall throwing my steel space saver away as it was manky and I had sourced a set of other alloys. I never quite go round to putting a tyre on one of the spare alloys, nor did I track down a jack. Oops.
Fortunately, my dear wife was available and fired up our Rover 75 to rescue me. You know you've got a good one when she turns up with the right tools...
Rover 75 jack performed nicely, wheel was off and in the back of the estate in 2 minutes. A nearby tyre show in Twickenham fitted a low-cost special, and I was back on the road & home within 30 minutes.
Drama over, this is probably the hint I need to disgorge the contents of a shed, fit the alloys I had refurbished at Lepsons years ago, maybe refresh tyres as appropriate, buy a correct jack and keep the best of these old tyres for a spare in the boot!
Any chat with Phil is a learning experience, and he quickly found what I had missed once the 164 was up on the ramp...
The upper bush that passes through the wishbone had fled the scene, and the others (which were replaced 5 years ago) were looking ropey, cracked and miserable.
No matter - all this was being chucked as soon as the unfindable front shocks are sourced, so we continued a chinwag and I was on my way, with instruction to not go far or fast.
A quiet drive home was interrupted by a significant impact on the front wheel on the A316 from an errant brick-like object (likely suspect: a brick), followed by the unmistakeable steering reaction of a flat tyre.
Blast. Very annoying, but at least this particular tyre was 5 years old and was in like for replacement in some future well-moneyed fantasy I had.
I'll just put the spare on for the final 5 minutes home. Oh...
Double blast. Now I recall throwing my steel space saver away as it was manky and I had sourced a set of other alloys. I never quite go round to putting a tyre on one of the spare alloys, nor did I track down a jack. Oops.
Fortunately, my dear wife was available and fired up our Rover 75 to rescue me. You know you've got a good one when she turns up with the right tools...
Rover 75 jack performed nicely, wheel was off and in the back of the estate in 2 minutes. A nearby tyre show in Twickenham fitted a low-cost special, and I was back on the road & home within 30 minutes.
Drama over, this is probably the hint I need to disgorge the contents of a shed, fit the alloys I had refurbished at Lepsons years ago, maybe refresh tyres as appropriate, buy a correct jack and keep the best of these old tyres for a spare in the boot!
rxe said:
If the clonking is annoying, you can make up a temporary botch with some shock absorber rubbers + washers. I did this on my Alfetta GTV while waiting for parts. 10 years later the parts have still not arrived and the bodge is working perfectly.
I always seem to be the one who turns out for the missus with a puncture. Thankfully as we all drive Alfas, there are plenty of spares kicking about. My finest moment was a call last summer “got a puncture, I’m outside so and so pub”. 10 minutes later I was there with a wheel, trolley jack, and an impact gun in the boot. Changed the wheel in about 2 minutes, got a round of applause from the beer garden….
Good thinking on the impact gun to make it effortless. Pro move.I always seem to be the one who turns out for the missus with a puncture. Thankfully as we all drive Alfas, there are plenty of spares kicking about. My finest moment was a call last summer “got a puncture, I’m outside so and so pub”. 10 minutes later I was there with a wheel, trolley jack, and an impact gun in the boot. Changed the wheel in about 2 minutes, got a round of applause from the beer garden….
Recent outings allowed me to pick up an original 164 jack from Mick in Bedford. This had the correct foamy handle, to care for delicate palms, and the lovely label with a profile of a 164 present. Two front callipers also found there way home with me so I can have them refurbed ready for the rebuild.
The yard had some interesting treats for Alfa spotters - sadly the majority past saving, but all being broken to keep others on the roads:
Cambs_Stuart said:
Eventful update. It was fortunate that brick didn't damage the wheel! I suppose that's the benefit of deeper profile tyres.
Indeed - as with pretty much every event in life: could have been worse!The jack cleaned up nicely, I added some grease and used it today to replace the missing anti roll bar drop end link rod bush. End.
Please avert your eyes if you are sensitive to perfection in replacements - it started raining as I undid the first wheel bolt and this is very much a temporary fix to remove clanging noises.
New jack deployed and perform excellently. It really lifted that car up. The soft grips on the handle saved my delicate hands as my callouses from regular handiwork have evaporated.
I considered the options for tension, placement and loosening of the various components for disassembly. While the optimum situation would be a lift on both sides, anti roll bar complete removal and replacement of all bushes, I only had the one polybush set for the missing bush.
Examination of everything yielded the unsurprising situation of everything needing to be replaced. I therefore resolved to just replace the missing item, and build a stock of the complete inventory required in a proper garage situation with more time and tools. Also, it was raining.
17mm on the top nut, 14mm on the bottom and of course there was movement as the other side was still attached.
End link drop removed, again top bush also diseased so the list was complete.
I then had a proper faff to get the replacement on, as the polybushes are less pliable and I needed some movement on the suspension, so decided (ahem) to deploy my trolley jack on the hub.
This worked, not without some shredded nerves, I swore my way through reassembly. Did I mention it was raining? Looks like I'll be back on the websites for obscure suspension parts while the rain continues. But at least its driveable.
Eeek, I don't think I could hold my breath that long!
Most problems can be solved with a trolley jack, a scaffolding pole and a drill.
The car no longer bumps on the right side in London's unendingly disappointing streets, so the 164 carries on.
On a lighter note, I've secured ball joints, bushes and a few other required bits for the front end. One more engine mount and those blasted front shocks and I'll be all set!
Most problems can be solved with a trolley jack, a scaffolding pole and a drill.
The car no longer bumps on the right side in London's unendingly disappointing streets, so the 164 carries on.
On a lighter note, I've secured ball joints, bushes and a few other required bits for the front end. One more engine mount and those blasted front shocks and I'll be all set!
Small update ahead of Auto Italia oriented deep clean next weekend - the power seats stopped working, fortunately in my position but preventing the wife performing her occasional jaunt or driveway reshuffling.
Driver and passenger seat movement controls were all unresponsive, while heaters worked, so my immediate thought was fuse rather than switch or a single motor.
20A in the driver's illuminated fusebox was ok, so I lit a torch and headed into the catacombs of the Great Historic Alfaholics Forum, circa 2000.
It transpires Alfa added another fuse in the circuit, also 20A, plus a relay or two, for the seats, and these are located behind the visible fusebox.
A short moment of contortion later, I freed up the access panel, but everything seemed in place. The only elements ajar in this nest of rainbow insulation were a few connectors and clips, so I have them all a clean and logical lash-down.
Success! the seats are back to working condition. Total expense: zero. Oh and the Alfa has 2/3 of a tank of fuel, so even if this bizarre panic/shortage continues I'm set for Brooklands on the 9th Oct.
It is still a quiet, smart, sinister place to be:
Driver and passenger seat movement controls were all unresponsive, while heaters worked, so my immediate thought was fuse rather than switch or a single motor.
20A in the driver's illuminated fusebox was ok, so I lit a torch and headed into the catacombs of the Great Historic Alfaholics Forum, circa 2000.
It transpires Alfa added another fuse in the circuit, also 20A, plus a relay or two, for the seats, and these are located behind the visible fusebox.
A short moment of contortion later, I freed up the access panel, but everything seemed in place. The only elements ajar in this nest of rainbow insulation were a few connectors and clips, so I have them all a clean and logical lash-down.
Success! the seats are back to working condition. Total expense: zero. Oh and the Alfa has 2/3 of a tank of fuel, so even if this bizarre panic/shortage continues I'm set for Brooklands on the 9th Oct.
It is still a quiet, smart, sinister place to be:
TLDR; 164 went to Auto Italia, lots of photos below. Alfa was clean.
In full:
With a fuel crisis and torrential rain in previous weeks I was a bit worried my neglect of the 164 might eb compounded in a truly grey Auto Italia.
Fortunately the weather lifted, I managed to secure a reasonably full tank locally and it was a fantastic day today.
Yesterday the car received its first proper clean in a while.
Obligatory snow foam shot.
By no means a detail, but all the cobwebs and muck were blown out, I once again realised just how bad the paintwork has suffered in 25 years of London street parking. I dried my tears on a microfibre cloth and filled my worries with Super Resin Polish.
Here's one particularly badly sun-bleached panel, top half after a mild G3 application. Swirls bedamned. The whole car is a swirl.
Not bad at 10 feet, but just keep your distance if you see it. I fired it up to ensure I would be all set for the early start, and completed a final nearby errand. Naturally, the 164 decided that was the exact time to sprout a new issue - a grinding noise at speed bumps... an exhaust perhaps? Ugh. I pulled over and an exhaust bracket near the font had rusted through. I don't know exactly how to reattach this, but I think it needs a good soak in penetrating fluid before any action. I chucked it in the boot and headed home before it decided to have another tantrum.
This morning the sun made an attempt at shining, my friend and I shrugged off any early morning sluggishness with coffee and packed a bacon sandwich. At the Alfa designated area there was no other 164 to be seen, so we had a few bays to ourselves. Incredibly, a 3ltr also in black parked while we locked up. A sinister corner for dubious black 90s executives was thus formed, and 166 nosed its 24v goodness to complete the picture.
Less talk, more photos:
And finally, kudos to this marshal for turning this Porsche 911 to the non-Italian 'norms' car park:
In full:
With a fuel crisis and torrential rain in previous weeks I was a bit worried my neglect of the 164 might eb compounded in a truly grey Auto Italia.
Fortunately the weather lifted, I managed to secure a reasonably full tank locally and it was a fantastic day today.
Yesterday the car received its first proper clean in a while.
Obligatory snow foam shot.
By no means a detail, but all the cobwebs and muck were blown out, I once again realised just how bad the paintwork has suffered in 25 years of London street parking. I dried my tears on a microfibre cloth and filled my worries with Super Resin Polish.
Here's one particularly badly sun-bleached panel, top half after a mild G3 application. Swirls bedamned. The whole car is a swirl.
Not bad at 10 feet, but just keep your distance if you see it. I fired it up to ensure I would be all set for the early start, and completed a final nearby errand. Naturally, the 164 decided that was the exact time to sprout a new issue - a grinding noise at speed bumps... an exhaust perhaps? Ugh. I pulled over and an exhaust bracket near the font had rusted through. I don't know exactly how to reattach this, but I think it needs a good soak in penetrating fluid before any action. I chucked it in the boot and headed home before it decided to have another tantrum.
This morning the sun made an attempt at shining, my friend and I shrugged off any early morning sluggishness with coffee and packed a bacon sandwich. At the Alfa designated area there was no other 164 to be seen, so we had a few bays to ourselves. Incredibly, a 3ltr also in black parked while we locked up. A sinister corner for dubious black 90s executives was thus formed, and 166 nosed its 24v goodness to complete the picture.
Less talk, more photos:
And finally, kudos to this marshal for turning this Porsche 911 to the non-Italian 'norms' car park:
Thanks all! Highly recommend this event, tis good fun.
I took the 164 to Somerset recently and it decided to disconnect the exhaust rear box on the journey. The resulting boom was welcome for added sportiness, and gave me the taste of what a V6 might sound like, but the novelty soon wore off on the A303 at 70mph.
I dropped down to see Luis at LB Autos in Somerton to double check nothing could be done - he kindly took a look and pronounced it safe (but loud) to drive.
As the Saab and the Rover have both recently decided to part ways with their exhausts, that makes it 3 out of 4 for 2021. Hopefully the Triumph's stainless example stays very much in place...
Options for replacement were instantly decided - stainless steel, from the cat back. I have a NOS downpipe and cat from Phil in the garage, and now I need to find a stainless exhaust outfit that will be a sensible price, not make it too loud, have the right style exhaust tip and be keen to actually do the job near SW London.
All suggestions welcome... Longlife? Powerflow?
Maitland77 said:
I didn't realise that you were going - I should have checked beforehand. I took the series 1 33, as it hasn't been to any events in my ownership. ( You managed to include it in one of your snaps too - the one with the Victor Meldrew lookalike trying to ascertain how best to break into the Bertone coupe parked next to me. 
) I didn't treat her to a spruce up beforehand either, preferring to carry off the 'as parked in a side alley in Naples' look.
The 164 looked smart - I remember looking at it and didn't even realise that it was yours.
Yes sorry not to contact you, but I was very happy to see the 33 in situ - please do update the thread with any work done, it would be great to hear how you are getting on!) I didn't treat her to a spruce up beforehand either, preferring to carry off the 'as parked in a side alley in Naples' look.The 164 looked smart - I remember looking at it and didn't even realise that it was yours.
I took the 164 to Somerset recently and it decided to disconnect the exhaust rear box on the journey. The resulting boom was welcome for added sportiness, and gave me the taste of what a V6 might sound like, but the novelty soon wore off on the A303 at 70mph.
I dropped down to see Luis at LB Autos in Somerton to double check nothing could be done - he kindly took a look and pronounced it safe (but loud) to drive.
As the Saab and the Rover have both recently decided to part ways with their exhausts, that makes it 3 out of 4 for 2021. Hopefully the Triumph's stainless example stays very much in place...
Options for replacement were instantly decided - stainless steel, from the cat back. I have a NOS downpipe and cat from Phil in the garage, and now I need to find a stainless exhaust outfit that will be a sensible price, not make it too loud, have the right style exhaust tip and be keen to actually do the job near SW London.
All suggestions welcome... Longlife? Powerflow?
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