Interesting. Do doubt or disbelieve that there could be a Ferrari based engine in the new Giulia?
First of all its nice that the New Alfa is up there with the best in class and in this test even beating them in many respects!
With regards to origins of the engine, at the introduction it was said Alfa got a little help from Ferrari in constructing this car. Then in some technical info it was stated that the engine was Ferrari derived. So what does all this mean?
In another link here, what could be proved without doubt is that the car was constructed by two engineers who were transferred to Alfa from Ferrari. A body project leader and an engine specialist. The V6 engine has similar architecture as the Ferrari California-T V8, but then Alfa says the V6 is their own construction. So how much could the Ferrari engineer take with him from Ferrari? Its hard to know based on known facts today.
Maybe some insiders could come forward with technical info and engine photos to make it possible to decide on this?
I collected some engine photos available on the V6 engine and V8 engine to compare here. If more photos and technical data on cylinder distances and valve size it woould be possible to say the engines are related or not!
Could you fit an Ferrari F154 engine in the new Giulia Quadrifoglio?
Here the Secrets of the V6 engine by Alfa engineer Gianluca Pivetti
, ex from Ferrari. The Alfa is actually more advanced than the Ferrari as it has cylinder deactivation and Ferrari has not. Translated from Italian.
The secrets of the motor v6 alfa romeo giulia cloverleaf
An unusual greed by FCA in providing gluttonous technical data in the press kit, prompted us to have a chat with the engineer, Pivetti, head of the petrol engines for the new Giulia, including the abundant V6 Quadrifoglio. Gianluca Pivetti has spent several years at Ferrari, as responsible for the V12 engine development project before and then 154 (the engine installed in California and 488 GTB), the right person in the right place would say. And in fact the similarities between the two power units are not limited to the designer's surname but are also similarities in the dimensions of bore, as well as in the design of the piston and the combustion chamber. Equally unusual is the choice of a 90 ░ V (as the Ferrari) V8 for a six-cylinder engine, solution adopted from the past but returned in vogue lately also, as the configuration adopted by the current Formula1 engines. The included angle between the cylinder banks generates a sequence of irregular bursts (90 ░ -150 ░ -90 ░ ...) which triggers vibrations which must be properly managed but, at the same time allows to exploit the engine as a double tricilindrico flanked, of not factor little account whereas the choice of operating the deactivation of a cylinder bank, in low load conditions. In fact this is precisely the point of pride of the engine, which make the most of the technical choices allows you to switch off one cylinder bank (the right always) without losing anything in terms of sound or vibration, so as not to have to resort to any kind of of synthesizer system of sounds to make up for an energy-saving situation. The decommissioning of three cylinders occurs by using the hydraulic tappets, which must become the "idle" with respect to the valve stem, maintaining the three fasting cylinders is air that fuel. Everything is managed via hydraulics, with a complex system of valves OCV obtained in part in the casting of the cylinder head, which became then a small work of gold. Also the lubricant demands of the right turbine, which in this phase is not hit by the exhaust gas, are excluded in the process of switching off cylinders. The distribution has a kinematic borrowed from the world of racing with valve controls implemented by means of rocker fingers and needle bearings to give strong acceleration to the same valves, without discounting losses caused by excessive mechanical cam profiles too pushed. A short space of two chains serves the two cylinder banks taking the motion from an intermediate gear which also serves the oil pump, the variable displacement type. Relatively simple, compared to the rest of the applied solutions, remains the supercharging provided by two fixed geometry turbines and single scroll, their choice justified by the particular timing of bursts that avoids any overlap of the exhaust phases, harmful in terms of incoming gas to impeller of the turbine. The maximum charge pressure is set at 2.5 bar absolute pressure(1,5 bar boost).