Technical features
The 75 featured some unusual technical features, most notably the fact that it was almost perfectly balanced from front to rear.[8] This was achieved by using a transaxle configuration — mounting a standard five-speed gearbox and clutch at the rear, integrated with the rear differential. The front suspension design is a torsion bar and shock absorber combination and the rear an expensive de Dion tube assembled with shock absorbers; these designs were intended to optimise the car's handling; moreover, the rear brake discs were fitted at the centre of the rear axle, near the gearbox-differential group. The engine's crankshaft is bolted directly to the two-segment driveshaft, which runs the length of the underside of the car, from the engine block to the gearbox, and rotates at the speed of the engine. The shaft segments are joined with elastomeric 'doughnuts' to prevent vibration and engine/gearbox damage. The 2.0-litre Twin Spark and the 3.0-litre V6 are equipped with a limited slip differential.[9]
The 75 featured a then-advanced dashboard-mounted diagnostic computer, called Alfa Romeo Control, capable of monitoring the engine systems and alerting drivers of potential faults.
The 75's engine range at launch featured four-cylinder 1.6, 1.8 and 2.0-litre petrol carbureted engines, a 2.0-litre intercooled turbodiesel engine made by VM Motori,[10] and a 2.5-litre fuel injected V6 engine. The 75 Turbo was introduced in 1986, which featured a fuel-injected 1.8-litre twin-cam engine using aGarrett T3 turbocharger, intercooler and oil cooler.[11] In 1987, a 3.0-litre V6 was added to the range and the 2.0-litre Alfa Romeo Twin Cam engine was redesigned to have now two spark plugs per cylinder, which engine was named "Twin Spark". With fuel injection and variable valve timing, this engine produced 148 PS. This was an early example of a production engine using variable valve timing, though the first to do so was Alfa Romeo's own Spider in 1980. In North America, where the car was known as the Milano, only the 2.5 and 3.0-litre V6 engines were available, from 1987 to 1989.
The North American 2.5-litre engines were fundamentally different from their European counterparts. Due to federal regulations, some modifications were required. Most noticeable from the outside were the 'America' bumpers, with the typical rubber accordion like extensions in them. Furthermore, these bumpers had thick (and heavy) shock-absorbing material inside, and in addition, they were mounted to the vehicle on shock absorbers. To accommodate these shock absorbers, the 'America'-bodies were slightly different from the European ones. Other changes relative to the European model were:
The North American cars also had optional levels of equipment (depending on the version: Milano Silver, Gold, Platinum, or Verde). L/h and r/h electrically adjustable outside mirrors, electrically reclining seats and cruise control were usually optional in Europe. The car was also available with a 3-speed ZF automatic gearbox option for the 2.5-litre V6. Other, more common options such as electrically operated rear windows and an A/C system were standard in the USA. The US market cars also had different upholstery styles and different dashboard instrumentation indicating speed in mph, oil pressure in psi and coolant temperature in degrees F, and as a final touch, the AR control was different, and included a seat belt warning light. Some North American specification Milanos were also sold in Switzerland (When catalytic converters were made mandatory in 1987).
The European-spec 2.5 V6 (2.5 6V Iniezione or 2.5QV) was officially sold only between 1985 and 1987, although some of them were not registered until 1989. Relatively few of them were sold (about 2,800 units), especially when the 155 PS 1.8 Turbo was launched, which in some countries was cheaper for taxation reasons because of its lower displacement. To better differentiate between the V6 and the inline fours, the 2.5-litre engine was bored out to 2,959 cc's to deliver 188 PS and this new engine was introduced as the 3.0 America in 1987. As its type designation suggests, the 3.0 only came in the US-specification, with the impact-bumpers and in-boot fuel tank. However, the European 'Americas' were not equipped with side-markers or the door, bonnet and boot lid reinforcements. Depending on the country of delivery, the 3.0 America might be equipped with a catalytic converter.
In 1988, engines were updated again, the carbureted version of the 1.8-litre engine was replaced with a fuel injected variant and a new and bigger diesel engine was added to the range. At the end of 1989, the carbureted version of the 1.6-litre engine was updated to have fuel injection and in 1990 the 1.8-litre turbo and 3.0-litre V6 got some more power and updated suspension. The 3.0 V6 was now equipped with a Motronic digital fuel injection system instead of the previous analog electronic L-Jetronic injection system. The 1.8 L turbo was now also available in 'America'-spec, but strangely enough, was not available in the USA market. The 3.0 V6 did make it to the United States and was sold as the Milano Verde.[11]
- A 67-litre fuel tank which was located behind the rear seats, reducing the boot capacity from 500 L to 390 L.
- Side-markers in the bumpers
- Exhaust silencer sticking out from under the bumper on the right side of the vehicle instead of at the centre
- Reinforcements in the doors (side impact bar) and boot lid
- Hooks underneath the bonnet (engine hood), to keep the bonnet in position in a crash
