Alfa Romeo GTV (916) - Azzurro Nuvola
Discussion
Thanks - I am amassing parts and trying to get time with a reputeable Alfa fancier. Just need the time!
Alfa used less of late but continues to be our reliable runner when nothing other than two humans need to be transported.
One item that has bother me since purchase was a handbrake sleeve that had lost its button and had torn velcro issues. I finally succumbed to a breaker's offer of £20 for a better unit, which arrived with a broken plastic fitment. Fortunately my original one was in one piece, so cleaned up the new one, added a shot of Gorilla glue and its made a small but significant difference.
One small wheel centre went adrift, but I found some spares when we bough the car in the glove box.
It continues to pass the 'turn back to look at it once parked' test.
Alfa used less of late but continues to be our reliable runner when nothing other than two humans need to be transported.
One item that has bother me since purchase was a handbrake sleeve that had lost its button and had torn velcro issues. I finally succumbed to a breaker's offer of £20 for a better unit, which arrived with a broken plastic fitment. Fortunately my original one was in one piece, so cleaned up the new one, added a shot of Gorilla glue and its made a small but significant difference.
One small wheel centre went adrift, but I found some spares when we bough the car in the glove box.
It continues to pass the 'turn back to look at it once parked' test.
From purchase the temeperature gauge has either stayed at 55 (all winter) or shot up to 110 (stationary traffic in summer). The latter has thankfully been solved by the fan resistor and wiring surgery documented in prior pages.
The former is a well known twinspark 16v issue - the thermostat sticks open. Unlike most of the fleet this isnt a simple £7 part with a hilariously named jiggle pin. No - Alfa had to make multi-pronged itesm that evolved throughout the car's lifecycle.
With summer approaching (ish) I splashed out with the Alfa Club discount on AlfaSHop for the CF2 stat, which arrived swiftly and is a Magneti Marelli part.
Access is deceptive - the thermostat is rgiht there when you open the bonnet, but if I was doing this again I would remove the air intake assembly for better access. This was an hour of 'single click spannering' due to the entrails all over the place!
Whenever I see one of these clips my heart sinks. I refuse to buy a special tool, and instead always replace them with hose clamps.
Rusty clamps ahoy.
Some time later... the hoses were well and truly 'soft rusted' on, despite the rubber being mainly pliable some serious screwdriver prodding was required to get this little beast out. The old stat appears to have some brazing on the bottom joint... any Alfa aficionadoes know if this was standard?
Old and new. I put a light smear of gasket sealant on the new rubber seal, swapped over the temp sensor and naturally sourced some hose clamps that looked less like cocao dusted truffles.
Lost about 2.5 litres of coolant into the pan, nothing too dramatic.
New thermostat had some differences, including the 'locator groove' being 90 degrees out. Leatherman deployed to swiftly sort out that issue.
A generous dose of red OAT and distilled water later, the car was ready. Total time spent on the change - 30 minutes. Total time wire brushing hose clamps, finding new hose clamps, adjusting other hose clamps unrelated to this project and cleaning other bits of the engine irrelevant to this item - 60 minutes.
Short drive today, and temp back where it belongs! Phew. So far, so good. Likely some air locks to work through so will monitor.
The former is a well known twinspark 16v issue - the thermostat sticks open. Unlike most of the fleet this isnt a simple £7 part with a hilariously named jiggle pin. No - Alfa had to make multi-pronged itesm that evolved throughout the car's lifecycle.
With summer approaching (ish) I splashed out with the Alfa Club discount on AlfaSHop for the CF2 stat, which arrived swiftly and is a Magneti Marelli part.
Access is deceptive - the thermostat is rgiht there when you open the bonnet, but if I was doing this again I would remove the air intake assembly for better access. This was an hour of 'single click spannering' due to the entrails all over the place!
Whenever I see one of these clips my heart sinks. I refuse to buy a special tool, and instead always replace them with hose clamps.
Rusty clamps ahoy.
Some time later... the hoses were well and truly 'soft rusted' on, despite the rubber being mainly pliable some serious screwdriver prodding was required to get this little beast out. The old stat appears to have some brazing on the bottom joint... any Alfa aficionadoes know if this was standard?
Old and new. I put a light smear of gasket sealant on the new rubber seal, swapped over the temp sensor and naturally sourced some hose clamps that looked less like cocao dusted truffles.
Lost about 2.5 litres of coolant into the pan, nothing too dramatic.
New thermostat had some differences, including the 'locator groove' being 90 degrees out. Leatherman deployed to swiftly sort out that issue.
A generous dose of red OAT and distilled water later, the car was ready. Total time spent on the change - 30 minutes. Total time wire brushing hose clamps, finding new hose clamps, adjusting other hose clamps unrelated to this project and cleaning other bits of the engine irrelevant to this item - 60 minutes.
Short drive today, and temp back where it belongs! Phew. So far, so good. Likely some air locks to work through so will monitor.
The combination of a working thermostat and warm weather prompted the cooling fan to fail last week - my wife reported a burning smell and climbing temperature gauge in traffic after work...
After an eBay seller wasted my time for four days, I am very grateful to CloverParts for sorting out a fan assembly and getting it to me in doublequick time. They even supplied two connector clips (which we will come to later...) to ensure I could fix the hacked wiring.
The connector here had been truly fudged with electrical tape - as the fan overheated the tape melted and most of the plastic here was in a Daliesque mess.
Luckily removal was easy - two 10mm bolts under the slam panel, and nothing on the bottom other than a slot, so the whole assembly can be unplugged and wrestled out under the bonnet release cable.
Newly in from Cloverparts... I asked for a good fan and connector. "Do you need a good shroud?" they asked. "No, mine is fine"...well a true mongrel turned up.
Fair bit of fluids for 10mm bolts and both were quickly split into components.
Old fan was cofnirmed as seized - straight in the bin.
It was then I spotted the issue - original shround on top, Cloverpart below...
Ugh. The front impact that this car defintiely had had deforemd the bottom of the shroud, the creasing and compression a bit easier to see here:
Bottom original twisted support:
There was nothing for it - I had to get to work on the 'new' item. Goggles, ear defenders and power tools... sorry neighbours...
Some time later it actually came up nicely.
It was not good enough to give the full Bilt Hamber treatment though - for time and bothersome sake I just attached it with Hammerite.
Three coats will do. Reassembly of the good parts nice and easy with the 'best of both'.
Back in the engine bay, the original wires were a coagulated meltyburn mess.
Fortunately with a Stanley blade and paid of small pliers they came up good enough for a wire brushing.
The supplied clip was taken apart leaning on my years of Rover/Alfa/Honda clip dissassembly, and I'm very happy to say it went back together in a satisfying manner.
Easy reassembly - let's hope it works correctly for the rest of the summer at least!
Ready for the commute.
And I'm ready for the evening with Glastonbury.
After an eBay seller wasted my time for four days, I am very grateful to CloverParts for sorting out a fan assembly and getting it to me in doublequick time. They even supplied two connector clips (which we will come to later...) to ensure I could fix the hacked wiring.
The connector here had been truly fudged with electrical tape - as the fan overheated the tape melted and most of the plastic here was in a Daliesque mess.
Luckily removal was easy - two 10mm bolts under the slam panel, and nothing on the bottom other than a slot, so the whole assembly can be unplugged and wrestled out under the bonnet release cable.
Newly in from Cloverparts... I asked for a good fan and connector. "Do you need a good shroud?" they asked. "No, mine is fine"...well a true mongrel turned up.
Fair bit of fluids for 10mm bolts and both were quickly split into components.
Old fan was cofnirmed as seized - straight in the bin.
It was then I spotted the issue - original shround on top, Cloverpart below...
Ugh. The front impact that this car defintiely had had deforemd the bottom of the shroud, the creasing and compression a bit easier to see here:
Bottom original twisted support:
There was nothing for it - I had to get to work on the 'new' item. Goggles, ear defenders and power tools... sorry neighbours...
Some time later it actually came up nicely.
It was not good enough to give the full Bilt Hamber treatment though - for time and bothersome sake I just attached it with Hammerite.
Three coats will do. Reassembly of the good parts nice and easy with the 'best of both'.
Back in the engine bay, the original wires were a coagulated meltyburn mess.
Fortunately with a Stanley blade and paid of small pliers they came up good enough for a wire brushing.
The supplied clip was taken apart leaning on my years of Rover/Alfa/Honda clip dissassembly, and I'm very happy to say it went back together in a satisfying manner.
Easy reassembly - let's hope it works correctly for the rest of the summer at least!
Ready for the commute.
And I'm ready for the evening with Glastonbury.
Edited by Spinakerr on Thursday 2nd January 20:18
The 60th Anniversary of the Alfa Romeo Owners Club (AROC) at Bicester was a hotly anticipated date in my calendar, and an Azzurro Nuvola GTV made it:
However, the kestrel-eyed among you will have noticed this is not our car, but a lovely 3ltr with teledial alloys and a V6 up front.
While I had planned to attend in the GTV, I had a surprise call from the 2600 registrar (Ian) asking me to drive one of his ultra-rare 2600 RHD Spiders to the event. I accepted quicker than a 33 Stradale at full chat, as I have never driven one and have a distant, vague goal of one day owning one. As a 164 owner, the thought of having somethign vaguely known like a 1750 GTV or a Spider in a mere 4 cylinder form hold less interest than single digit remaming 6 cylinder unrecogniseable weirdness.
Early start (as always for Bicester) given Ian was displaying his 'good' Spider in the hanger - he has two! I was leading the way with a friend navigating in his 'daily driver', a near identical car with steel rather than wire wheels and LHD.
This car had triple Webers on a very well sorted six cylinder, pushing out around 180hp but, of course, the torque is the magic ingredient.
With the roof off and the Webers gulping, I gripped the unassisted steering, prodded the unassisted brakes and we set off for an 50 minute coutnryside blast to Bicester.
There are no photos of the outbound journey. It transpires that owning several old classics, including a Triumph GT6 documented on these pages, had ill-prepped me for the sensory overload and concentration required for this car. Just as I was getting the 2nd gear setoff and Weber snorting into good order, the clutch went to the floor. Eek. With little options and yelled instruction from the 2600 behind me, I held on for dear life as the snorting Italian animal dragged me across the scenic british countryside.
Some time we arrived at the hanger. Ian trundled into the hanger, and I was directed to park next to some exotica in the display area.
I killed the engine after my best ever gear-change into reverse and waited a few seconds for the rigning in my ears to subside. What a drive. But next time, I want a clutch! Youc an see my slightly stunned expression at this moment in rare actual shot of me...
I also realise I didnt take any decent photos of the actual car I drove, but here is another 2600 Spider a few cars over.
Now I've written a little bit, so here are some choice shots without my blathering. White 2600 Sprint Coupe next to my drive:
An old friend! So good to see Alfacraft Phil's 33 on the day!
Ok one more note - the Alfa 6. Rarer than a 164 and a 2600, this is truly a forgotten survivor. So many details... wooden cigar lighter, those square dash cues.... what a car...
Perfection, driven all the way from central Europe for the event.
An incredible day, and the drive back I decided to challenge myself and really show the 2600 who was in charge, clutch or no clutch - for an early 1960s heavyset beast it responded a lot better to a proper scruff-of-the-neck run. I am smitten.
But, I hear you cry, what did our GTV make of the fact it was left at home?
Hilariously, a week later it dropped its slave cylinder and had to be trailered home. Clearly it thoguht I was attracted to another Alfa without a clutch, so promptly wanted to be in that demographic.
Neither my wife, nor I, were amused. Such is Alfa life.
However, the kestrel-eyed among you will have noticed this is not our car, but a lovely 3ltr with teledial alloys and a V6 up front.
While I had planned to attend in the GTV, I had a surprise call from the 2600 registrar (Ian) asking me to drive one of his ultra-rare 2600 RHD Spiders to the event. I accepted quicker than a 33 Stradale at full chat, as I have never driven one and have a distant, vague goal of one day owning one. As a 164 owner, the thought of having somethign vaguely known like a 1750 GTV or a Spider in a mere 4 cylinder form hold less interest than single digit remaming 6 cylinder unrecogniseable weirdness.
Early start (as always for Bicester) given Ian was displaying his 'good' Spider in the hanger - he has two! I was leading the way with a friend navigating in his 'daily driver', a near identical car with steel rather than wire wheels and LHD.
This car had triple Webers on a very well sorted six cylinder, pushing out around 180hp but, of course, the torque is the magic ingredient.
With the roof off and the Webers gulping, I gripped the unassisted steering, prodded the unassisted brakes and we set off for an 50 minute coutnryside blast to Bicester.
There are no photos of the outbound journey. It transpires that owning several old classics, including a Triumph GT6 documented on these pages, had ill-prepped me for the sensory overload and concentration required for this car. Just as I was getting the 2nd gear setoff and Weber snorting into good order, the clutch went to the floor. Eek. With little options and yelled instruction from the 2600 behind me, I held on for dear life as the snorting Italian animal dragged me across the scenic british countryside.
Some time we arrived at the hanger. Ian trundled into the hanger, and I was directed to park next to some exotica in the display area.
I killed the engine after my best ever gear-change into reverse and waited a few seconds for the rigning in my ears to subside. What a drive. But next time, I want a clutch! Youc an see my slightly stunned expression at this moment in rare actual shot of me...
I also realise I didnt take any decent photos of the actual car I drove, but here is another 2600 Spider a few cars over.
Now I've written a little bit, so here are some choice shots without my blathering. White 2600 Sprint Coupe next to my drive:
An old friend! So good to see Alfacraft Phil's 33 on the day!
Ok one more note - the Alfa 6. Rarer than a 164 and a 2600, this is truly a forgotten survivor. So many details... wooden cigar lighter, those square dash cues.... what a car...
Perfection, driven all the way from central Europe for the event.
An incredible day, and the drive back I decided to challenge myself and really show the 2600 who was in charge, clutch or no clutch - for an early 1960s heavyset beast it responded a lot better to a proper scruff-of-the-neck run. I am smitten.
But, I hear you cry, what did our GTV make of the fact it was left at home?
Hilariously, a week later it dropped its slave cylinder and had to be trailered home. Clearly it thoguht I was attracted to another Alfa without a clutch, so promptly wanted to be in that demographic.
Neither my wife, nor I, were amused. Such is Alfa life.
Edited by Spinakerr on Tuesday 27th August 07:34
Mr Tidy said:
Thanks for that fascinating insight. 
Some stunning Alfas in those photos too. I've always had a soft spot for the 2600 Coupe and Montreals!
It reall was a special day - highly recommended if the AROC manage to secure Bicester again next year!Some stunning Alfas in those photos too. I've always had a soft spot for the 2600 Coupe and Montreals!
Those 2600 Coupes... the time will come ....
Right, where were we? Oh yes.
Some fluid had been noted as dropping from the resevoir on the Cornwall trip - thank goodness it didnt let go then - but sadly at work int he New Forest, my wife called to say the pedal had dropped to the floor. Not only was it wet and windy, but she was out of a day's work. Fortunately, I had prepped the Insight (see other thread) just in time, and it zipped on the immediate use jacket.
The RAC chap said it was definitely the slave cylinder, very common on the GTV, and even offered to drop it at a garge nearby to have it done. However, my wife was not in the mood for hanging about another garage for 3 hours, and I wasnt keen on EuroSplarts no-name brand potentially being fitted, so it was dropped in a chameleonic heap at home.
I ordered a tried and tested TRW replacement from Alfashop and it arrived immediately - almost as soon as I had got back from picking up a litre of DOT4. Today I fitted it - not too bad a job, about 1.5 hrs, mainly due to the pressure required on the arm to bolt in in place (see below)....
First up, take out my previously restored central air intake assembly.
Ah, that blissful feeling of knowing all the clips, bolts and joints come apart easily... there it is, on top of the gearbox.
Two 13mm bolts and bits come off, many brackets and suchlike. The toughes part was unscrewing the clutch line without twisting the pipe - I had a moment of inspiration when I realised a 19mm spanner slots over the folded ratchet end of a Halfords Advanced 13mm spanner. This made me feel like an engineering master tech.
It came out easily.
Yep, that's gone. Not the original Alfa part.
This was dirty, fetid ditch of oiliness, so naturally after removal I had to clean the area.
TRW part going in.
This is where I hit an impasse - the piston needed to be compressed while the bolts were stacked through two brackets and the slave. This generated a minor kerfuffle for a good few minutes. Taking a break and nursing a sore spine, I decided to compress it in place with a cable tie, which worked a treat while I lined up the bolts.
I then cut off the cable tie and reattached the line, et voila!
I performed a bleed with the owner and a small 7mm spanner, not very much - about 200ml - and the pedal returned. I have a hunch it mgiht need more of a bleed, but I may use it as an excuse to go and bother Phil and Senna at Alfacraft.
Anyway, its operational and no longer leaking. Just not 100% yet!
Spinakerr said:
The pale leather works with that paint, gives that real catwalk, concept car at a motorshow vibe.Sorry to learn of the breakdown, it looks slightly less good on the dolly recovery wheels. Good work on the clutch slave cylinder.
Tahnks all - quick update on the Alfa - after the slave replacement and a bleed or two I asked my long-suffering Alfa guru Phil to check my work. This, of course, was just a long winded excuse to see Senna again.
Fortunately Phil gave my spannerign the thumbs up, and reassured me that the flickering level light was likely a sticky float or sender. We jangled some wires to prove it.
As a reward, I gave the car a long-overdue clean. The change in seasons, pigeon population and building work contributed to a pretty sorry state of affairs.
Fortuantely it came up pretty well - nothign in depth but enough to get that paint visible!
I was needed elsewhere in the country so took it for a 200 mile journey through all seasons.
Very happy to report clutch is very much operational and car in rude health. A layer of polish before winter and then Phil and I are plotting a belt & variator change in the new year. I think I'll give it a layer of polish and maybe a spray of Bilt Hamber in some key places but it won't be driving much this winter.
Fortunately Phil gave my spannerign the thumbs up, and reassured me that the flickering level light was likely a sticky float or sender. We jangled some wires to prove it.
As a reward, I gave the car a long-overdue clean. The change in seasons, pigeon population and building work contributed to a pretty sorry state of affairs.
Fortuantely it came up pretty well - nothign in depth but enough to get that paint visible!
I was needed elsewhere in the country so took it for a 200 mile journey through all seasons.
Very happy to report clutch is very much operational and car in rude health. A layer of polish before winter and then Phil and I are plotting a belt & variator change in the new year. I think I'll give it a layer of polish and maybe a spray of Bilt Hamber in some key places but it won't be driving much this winter.
What follows is a splendid example of how not to approach a job, and precisely when not to do it. A cautionary tale, if you will.
The GTV's coolant level had always been on a gentle downward tangent. Nothing drastic, just the cry for attention Alfas tend to do, like that classic that gently tells you something needs attention without making a scene. WIth winter drawing in and the car now attaining correct temperature wiht the thermostat, the level had dropped a bit more. One sure thing - radiator leaks don't improve with age.
Following the fan, support bracket and thermostat replacement, I had a better look at the radiator and it was indeed worse for wear. A Valeo unit, complete with overspray from the bumper repair the car has had. I ordered a Nissens unit from the Alfa Workshop and set it to one side a few weeks ago with some red coolant.
This weekend I was recovering from a bought of flu and sleep deprivation, and decided rather than kick around the house being a pain I should tackle a nice quiet job. Like the radiator.
Mistake.
Had a look, checked the forums and there appears to be methods for removing from the top and the bottom. With my driveway and garage out of action, I thought I could take it out from the top, especially given my familiarity with the bits attached already.
Slam panel off, all fixings doused in penetrant spray, and I doused myself in Lemsip.
The AC condensor was in better condition so I carefully separated the two, and also thanked previous me for ensuring all the fittings for the fan and shroud had been well lubricated and correctly installed.
Total time so far - 15 minutes. Radiator was free, I just needed to get the coolant hoses off.
Wrong.
This picture was taken a full 40 minute later - the clamps had been screwed in by Thor and the angle made removal a swearworthy nuisance. Eventually, deploying my full aresenal of torture implements, they came free.
I exhaled, straightened my back and wiped sweat from my eyes. At least the hard part was over.
Wrong.
There is no way a radiator on a GTV comes out easily from the top. As I removed ever more parts of the air intake assembly and wrestled at spine-changing angles with a rusty, dripping rectangle it started raining. After a good 20 minutes, I decided to have a cup of tea and rethink.
Looking at forum posts, it was pretty obvious the people that knew what they were doing took it out from the bottom, just removing the bottom support (see earlier in this thread). With the car on the street, my trolley jack in storage, I sourced a jack from the boot of the MG and raised it up enough - it came out in 30 seconds.
No, I didn't have any axle stands, I have no idea where they are right now. Please don't worry - only an arm was ever underneath the car!
Finally, it was free:
Yep about to give way I think. Love the overspray, classy job there!
New item with custom protector installation baffles.
I chucked it underneath then hoisted it up with some cable ties on the fixing holes, which then held it in place while I lowered the car and reattached the support bracket.
Hoses, clips and much of the front end reattached, I staggered to the driving seat and started the engine, adding correct coolant as the thermostat opened and poking a torch around for leaks... nothing. Phew.
I rolled myself inside, chucked the old radiator as far as my last drops of willpower could muster and poured myself another Lemsip.
In short: Don't change radiators when you are ill and dont have space or tools.
The GTV's coolant level had always been on a gentle downward tangent. Nothing drastic, just the cry for attention Alfas tend to do, like that classic that gently tells you something needs attention without making a scene. WIth winter drawing in and the car now attaining correct temperature wiht the thermostat, the level had dropped a bit more. One sure thing - radiator leaks don't improve with age.
Following the fan, support bracket and thermostat replacement, I had a better look at the radiator and it was indeed worse for wear. A Valeo unit, complete with overspray from the bumper repair the car has had. I ordered a Nissens unit from the Alfa Workshop and set it to one side a few weeks ago with some red coolant.
This weekend I was recovering from a bought of flu and sleep deprivation, and decided rather than kick around the house being a pain I should tackle a nice quiet job. Like the radiator.
Mistake.
Had a look, checked the forums and there appears to be methods for removing from the top and the bottom. With my driveway and garage out of action, I thought I could take it out from the top, especially given my familiarity with the bits attached already.
Slam panel off, all fixings doused in penetrant spray, and I doused myself in Lemsip.
The AC condensor was in better condition so I carefully separated the two, and also thanked previous me for ensuring all the fittings for the fan and shroud had been well lubricated and correctly installed.
Total time so far - 15 minutes. Radiator was free, I just needed to get the coolant hoses off.
Wrong.
This picture was taken a full 40 minute later - the clamps had been screwed in by Thor and the angle made removal a swearworthy nuisance. Eventually, deploying my full aresenal of torture implements, they came free.
I exhaled, straightened my back and wiped sweat from my eyes. At least the hard part was over.
Wrong.
There is no way a radiator on a GTV comes out easily from the top. As I removed ever more parts of the air intake assembly and wrestled at spine-changing angles with a rusty, dripping rectangle it started raining. After a good 20 minutes, I decided to have a cup of tea and rethink.
Looking at forum posts, it was pretty obvious the people that knew what they were doing took it out from the bottom, just removing the bottom support (see earlier in this thread). With the car on the street, my trolley jack in storage, I sourced a jack from the boot of the MG and raised it up enough - it came out in 30 seconds.
No, I didn't have any axle stands, I have no idea where they are right now. Please don't worry - only an arm was ever underneath the car!
Finally, it was free:
Yep about to give way I think. Love the overspray, classy job there!
New item with custom protector installation baffles.
I chucked it underneath then hoisted it up with some cable ties on the fixing holes, which then held it in place while I lowered the car and reattached the support bracket.
Hoses, clips and much of the front end reattached, I staggered to the driving seat and started the engine, adding correct coolant as the thermostat opened and poking a torch around for leaks... nothing. Phew.
I rolled myself inside, chucked the old radiator as far as my last drops of willpower could muster and poured myself another Lemsip.
In short: Don't change radiators when you are ill and dont have space or tools.
Edited by Spinakerr on Sunday 10th November 22:59
Happy New Year all - I am waaaaay behind on car mutterings and updates, so what follows is a quite trot through the rest of the 2024 GTV witterings.
We occasionally saw some brake fluid escape the resevoir cap, accompanied by and occsionaly flickering of the brake light, so I tracked down a NOS cap and sensor to see if I could cure two...birds... with one ... pill. Part number 60814531, if you need it. I'm pretty sure somethign labelled Fiat or Lancia is going to be the same and cheaper, but I like red boxes.
Good news it cured the weep, but the phantom flickering (at speed bumps) continues. I now suspect a brake pad wear wire that is seeking attention or has broken free from its restraint somewhere. However, it is too dark and wet for a at least a few months to confirm.
Not pictured are a few interior trim replacement parts following idle evenings on eBay.it searching 8 digit part numbers beginning '60xxxxxx', and top ups of some fluids. Also, to fully admit a prior mistake, I noticed an oil drip at the filler plug and nipped it off slight, once again reducing oil consumption.
As the last wash was in September, I excavated some washing gear from my mountains of lifechaos andgave it a quick rinse after Christmas.
The wheels are also truly reprehensible having been 'ok' at purcase but emulating pastry since. I know everyone here will yell 'get the teledials!' but these softer 16in twinspark wheels just suit the car, and the colour, in bright silver... hmmm. Suggestion and options welcome - but we are staying with 16in for ride comfort for sure.
For New Years my wife and I decided to ditch the complications of a building site and variously working heating systems for a few days in the country.
Leanardslee House, at the very last minute, welcomed us for a few days and was gloriously empty and superbly appointed, including a freestanding copper bath, 200 acres to get lost in, plus very much working heating.
It also had some delightful christmas lights up - and I say that as someone highly intollerent of plastic money grabbing fariground nonsense. Even better was the fact that as guest we had unlimited access after the crowds had departed. Good pub nearby too (the Crabtree).
The GTV performed faultlessly, and was very stable in the 1st Jan stormy weather yesterday. My wife wanted ot take the GTV over the Insight given the forecast and her experience being stuck in bad conditions this year, and she was right. The Alfa feels very sure-footed, responsive and secure no matter the speed. The Insight, weighing 0.8kg soakign wet and on 2CV spares all round, is a little feisty in similar conditions. The MG 260 can be twitchy, especially on bad road surfaces, with steering that is ever so slightly vague.
The GTV reminds me of (cue dreamy flashback music and soft focus) my 164. Which I still have. I better go and check up on it, actually...
Next up: curing that brake light flickering and (as the startup chatter from the variator has stopped) finding another varioator as I suspect all this motoring without incident means the engine and belt are about to detonate themselves.
We occasionally saw some brake fluid escape the resevoir cap, accompanied by and occsionaly flickering of the brake light, so I tracked down a NOS cap and sensor to see if I could cure two...birds... with one ... pill. Part number 60814531, if you need it. I'm pretty sure somethign labelled Fiat or Lancia is going to be the same and cheaper, but I like red boxes.
Good news it cured the weep, but the phantom flickering (at speed bumps) continues. I now suspect a brake pad wear wire that is seeking attention or has broken free from its restraint somewhere. However, it is too dark and wet for a at least a few months to confirm.
Not pictured are a few interior trim replacement parts following idle evenings on eBay.it searching 8 digit part numbers beginning '60xxxxxx', and top ups of some fluids. Also, to fully admit a prior mistake, I noticed an oil drip at the filler plug and nipped it off slight, once again reducing oil consumption.
As the last wash was in September, I excavated some washing gear from my mountains of lifechaos andgave it a quick rinse after Christmas.
The wheels are also truly reprehensible having been 'ok' at purcase but emulating pastry since. I know everyone here will yell 'get the teledials!' but these softer 16in twinspark wheels just suit the car, and the colour, in bright silver... hmmm. Suggestion and options welcome - but we are staying with 16in for ride comfort for sure.
For New Years my wife and I decided to ditch the complications of a building site and variously working heating systems for a few days in the country.
Leanardslee House, at the very last minute, welcomed us for a few days and was gloriously empty and superbly appointed, including a freestanding copper bath, 200 acres to get lost in, plus very much working heating.
It also had some delightful christmas lights up - and I say that as someone highly intollerent of plastic money grabbing fariground nonsense. Even better was the fact that as guest we had unlimited access after the crowds had departed. Good pub nearby too (the Crabtree).
The GTV performed faultlessly, and was very stable in the 1st Jan stormy weather yesterday. My wife wanted ot take the GTV over the Insight given the forecast and her experience being stuck in bad conditions this year, and she was right. The Alfa feels very sure-footed, responsive and secure no matter the speed. The Insight, weighing 0.8kg soakign wet and on 2CV spares all round, is a little feisty in similar conditions. The MG 260 can be twitchy, especially on bad road surfaces, with steering that is ever so slightly vague.
The GTV reminds me of (cue dreamy flashback music and soft focus) my 164. Which I still have. I better go and check up on it, actually...
Next up: curing that brake light flickering and (as the startup chatter from the variator has stopped) finding another varioator as I suspect all this motoring without incident means the engine and belt are about to detonate themselves.
Not much to report in GTV land other than regular use, more so this year with the Insight out of action. It recently made a few trips into central London given its ULEZ status and small stature.
Use begets dirt, and while the oil top ups are slightly furthr apart now, and it uses no coolant after all the work, it requires a regular dousing to expunge the grime. This is a car that does not look agreeable dirty!
I finally ditched the Karcher lance for a proper attachment. Why did I wait so long? So much easier for wheelarches and the undercarriage!
We made it to the Sunday Service at Brooklands, but no other shows so far this year.
It will need an MOT soon, and I am trying to work out if we can do the cambelt and the rear suspension, which is surprisingly working perfectly despite its resemblence to the Mary Rose.
Use begets dirt, and while the oil top ups are slightly furthr apart now, and it uses no coolant after all the work, it requires a regular dousing to expunge the grime. This is a car that does not look agreeable dirty!
I finally ditched the Karcher lance for a proper attachment. Why did I wait so long? So much easier for wheelarches and the undercarriage!
We made it to the Sunday Service at Brooklands, but no other shows so far this year.
It will need an MOT soon, and I am trying to work out if we can do the cambelt and the rear suspension, which is surprisingly working perfectly despite its resemblence to the Mary Rose.
I really enjoy reading this thread, and I agree that the nuvola and light (and rare) interior make it look like the concept car for 916. Fab.
You write really nicely, it’s fun to read and I can identify with anything that involves a job going wrong or taking 4x the sensibly planned allotment of time. I can’t however identify with using a spanner as an extension for a spanner. That’s level 3 stuff, easily.
Makes me miss my twinspark. Hope you have a pain free summer with it!
You write really nicely, it’s fun to read and I can identify with anything that involves a job going wrong or taking 4x the sensibly planned allotment of time. I can’t however identify with using a spanner as an extension for a spanner. That’s level 3 stuff, easily.
Makes me miss my twinspark. Hope you have a pain free summer with it!
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