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SOCIETY OF AUTOMOTIVE ENGINEERS, INC.

Two Pennsylvania Plaza, New York, N. Y. 10001

Alfa-Sud Flat Four Engine

D. Chirico and C. Bossaglia
Alfa Romeo - Alfasud

Automotive Engineering Congress

Detroit, Mich. 740031
February 25 - March 1, 1974
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Copyright © Society of Automotive Engineers, Inc.

1974
All rights reserved.
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740031

Alfa-Sud Flat Four Engine

D. Chirico and C. Bossaglia

Alfa Romeo - Alfasud

THE BASIC THEMES that pervaded the Alfa-Sud design were: engine crankshaft was located longitudinally and a compact,
a compact car with a maximum length not over 3.9 m (13 ft) flat four engine was decided upon.
in which tall persons could travel comfortably, and a large Great effort was also made to reduce the dimensions of the
luggage space. front suspension for which top anchorages define the hood
The choice of front-wheel drive was the result of these fac line at the wheel centerline.
tors. The advantage of this layout will be seen in future sports
In the initial design phase, particular care was taken to de models.
fine driver space characteristics, since it is a prime factor in
safe driving. ENGINE LAYOUT
The following were the prerequisites:
1. Greatest visibility for persons of varying percentiles. The engine, designed in sections (Figs. 1 and 2), is subdivided
2.Spacial relations between seat, pedals, and steering wheel into four essential parts:
were studied in order to assure optimum positioning of the 1. A central group including the engine block, the connect
driver's arms and legs. ing rods, and the crankshaft.
3. Controls positioned within reach to avoid displacing the 2.Two lateral and symmetrically located groups including
torso from the seat back. the cylinder heads and two camshaft housing castings.
4.Seats capable of locating and retaining the driver in po 3.A rear flywheel housing on which the main accessories
sition, feedback of the vehicles reactions, the necessary degree are located accessible for servicing.
of damping, and adequate distribution of loads on the cushion. 4.An induction group that consists of the inlet manifold,
These conditions were considered vital since, combined with the carburetor, and the air filter.
low engine noise and good interior conditioning, they tend to The basic choices considered the type of combustion cham
reduce driver fatigue. ber, valve position, its driving system, the shape of the engine
The top part of the windshield defines the upper limit of block, and the position of the accessories. Naturally, the in
visibility, while the hood and its profile define the lower. duction system represented here shows only one of several
In our case, achievement of the greatest visibility was more possible configurations.
difficult due to the sporting lines of the car that called for a The purpose of this paper is to describe the most interesting
very low roof line. A large raked windshield and a low, fleet elements of the engine, and therefore a detailed description
ing hood line were chosen. will be omitted. Besides limiting the engine bulk, another tar
Preferring inboard front brakes and the gearshift lever at get was to achieve the maximum simplicity for assembly and
tached to the engine-gearbox assembly (not to the floor), the maintenance. The possibility of obtaining high performance,

ABSTRACT
The new Alfa-Sud engine is a 4-cyl, liquid-cooled "boxer"
type layout with a single overhead camshaft for each bank.
Discussed in this paper are some of the design approaches
used in meeting the criteria of a high-performance, small-dis
placement engine for a subcompact sports sedan. Bulk reduc
tion during the design stage is outlined, along with results of
crankshaft load studies. Serviceability was one of the criteria
affecting the design, as is shown by the interesting valve adjust
ment system.
The appendixes contain crankshaft load data and illustra
tions describing design, assembly, and service features.
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a good potential for future other engine displacements, and
reduced production costs were other considerations.
CYLINDER BLOCK/CRANKCASE UNIT
Its original layout and somewhat unconventional design
allows one to consider this unit the most interesting part of
the Alfa-Sud engine design.
To define this unit, the material and the basic configuration
were decided while still in the design stage. Afterwards, some
important details were "refined" using experimental data ob
tained from a pulsator test series.
The choice of cast iron for the cylinder block gave an advan
tage for production economy and some functional aspects,
even though it implied renouncing the desirable lightness and
machining assets of traditionally used aluminum alloys.
In fact, even today the most economic solution for high
production, small- or medium-capacity engines is the one using
integral cylinder bores.
In addition to manufacturing simplicity with integral cylin
ders, cast iron offers many advantages such as stiffness, low
deformability, and limited thermal expansion. These proper
ties are particularly desirable in the main bearing support zone.
In the Alfa-Sud engine, choice of cast iron allowed the use
of cap screws to secure the cylinder heads (allowing their re
moval in the car for service), as opposed to studs normally
used with aluminum alloy designs.
The weight penalty of cast iron (compared to an aluminum
alloy) has been reduced with a monolithic block design by
eliminating the central joint and the numerous bolts and
bosses generally seen in flat four engine designs with a split
crankcase. The weight factor was not, however, the primary
goal with this new concept.
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Elimination of the central joint between the two block
halves, sometimes the cause of oil leaks, offered the possibility
of reducing the height of the cylinder block, allowing an easier
layout of the induction system and subsequent machine cost
reduction.
From a maintenance aspect, 4-cyl, in-line engines are appre
ciated because of their easy access to connecting rods, bear
ings, and oil pump. This advantage was not to be compro
mised, and, in fact, on the Alfa-Sud such access is still possible
even with the engine installed.
These were the premises that led to the study of the flat
4-cyl block utilizing a contemporary design for a single casting.
During development of the project, solutions to some im
portant problems had to be found. Among them were the
integration of the load-bearing structure in the lower part of
the block (which is open to allow crankshaft assembly) and
the constraining of the main bearing caps, whose joining faces
were in the area of the highest loads.
The first problem was faced with two different solutions,
both intended to join, even transversally, the cylinder block
with the main bearing caps, in such a way as to use them to
complete the cylinder block structure and increase stiffness.
In the first attempt, this was done with steel straps held by
vertical bolts to the engine block and to the main bearing cap.
Although reliability was an unknown factor (as the system
was based on forces that would have been transmitted only
through the friction induced by the tension in the screws), this
solution appeared attractive because of its easy mechanical
approach, which eliminated the need for the machining opera
tions of the vertical and transversal joint of the cap (Fig. 3).
In the second solution, the caps represented a peculiar shape
and were fitted with side bosses, adjusted by means of ma
chined faces and assembled to the cylinder block with hori
zontal screws (Fig. 4).
In order to evaluate the resistance of these designs and
guarantee their reliability, parts of the cylinder block of both
designs were subjected to fatigue tests on a Schenk 10 T pul
sator, using appropriate instrumentation and loads represent
ing the forces acting on the main bearing supports. Particular
care was paid to the central support since it was the most
highly loaded. Data obtained from these tests led to the aban
donment of the first design because of the high scatter of the
test values collected. misalignment errors, on normal applications these areas are
usually undercut, as they are only slightly affected by dynamic
The choice fell to the second approach, which, even if more loads. In the Alfa-Sud, these are subjected to high stresses. As
expensive, allowed achievement of greater uniformity in the a result, the main bearings must carry these loads at their joint
results and a higher fatigue limit. surfaces. At the same time, the design would have to guaran
The second problem, certainly more delicate than the first tee perfect concentricity of the bearing caps during assembling
(and also dealt with in the appendix of this paper), led to the and subsequent service.
adoption of a central toothed assembly between the cylinder Experimental work began on a first solution having the main
block and the caps, together with a particular tuning of the caps located by two bushings, the tolerance of which (added
working surface of the bearing profile. to the tolerances of their housings and centerlines), created
The polar diagrams show that the maximum intensity loads an unavoidable condition of interference, sufficient to cause
act on the plane corresponding, as an average, to the main difficult main cap assembly and disassembly. The opposite
bearing cap joining faces. condition was that of unacceptable clearance for reasons of
For technological necessities required in bearing manu stacked or cumulative tolerances (Fig. 5).
facture, in order to compensate for possible distortions given This solution was abandoned due to its noncompliance with
by crush and also to compensate for generally allowable small the basic requisites; we therefore decided on a broached tooth
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assembly, solving the problem with an ample safety margin
(Fig. 6).
This allows, in fact, an accurate assembly between the cylin
der block and the main bearing caps. Even after several reas
semblies, within certain limits, they can transmit considerable
loads between the two parts, independent of the bolt-tighten
ing torque.
Another improvement suggested by experimental tests con
cerned the coolant circulation within the cylinder block. Ini
tially, no particular attention was paid to the direction of
coolant flow. The water pump (located in the left front part
of the block) fed coolant first to the left water jacket. From
there it crossed over to the right water jacket via the cast pas
sage shown in Fig. 7.
Tests demonstrated that the difference of flow rate between
the right and left cylinders, as well as the lack of directionality
of the lateral water inlets to the cooling jackets, favored a
completely asymmetrical flow into the cylinder heads. While
this condition did not reduce cylinder cooling, the behavior of
the valves and plugs of two of the four cylinders showed that
there was insufficient circulation in the cylinder head area
where the water, which preferred the path of least resistance,
remained stagnant.
It was then necessary to restudy the configuration and rout
ing of the water channels and to include those changes sug
gested by tests on models.
In the final circuit, going through horizontal channels ob
tained on the top part of the cylinder block, the water enters
symmetrically between the two right and left cylinders with an
even flow distribution.
It then flows diagonally around the cylinder cooling jackets
and into the cylinder heads through appropriately located
windows in the lower part, near the exhaust ports.
In the heads, the coolant converges into the single central
outlet connecting with the opposite channel of the inlet mani
fold. The system, being perfectly symmetrical and balanced,
resulted in the final solution shown (Fig. 8).

VALVE POSITION AND DRIVE GEAR

The overhead camshaft drive gear constitutes one of the

basic choices that determined the engine's design. In recog
nizing the sportive requirements of Alfa Romeo clients, the
valve system needed to have specific rigidity and weight
characteristics. The ability to withstand higher valve accelera
tion during the lift period would have allowed greater freedom
in the choice of cam profiles and higher safety limits in the
engine speed range-above those normally used.
Apart from that, the possible adoption of traditional push
rods and rockers using a centrally located camshaft below or
above the crankshaft would have eliminated the potential to
reduce vertical dimensions of the cylinder block. The alterna
tive of having two camshafts in the cylinder block as a means
of reducing the length of the push rods was not a complete
solution, even if considering higher manufacturing costs.
The dimensions and the parallelism of the valves, the shape
of the combustion chamber, and the bores and strokes that are
possible to obtain with the cylinder block were the result of a
compromise to meet the need for reduced transverse width,
manufacturing simplicity, accessibility for normal servicing
and adjustments, and the desired engine performance.
After deciding on the front part of the vehicle, tire sizes,
steering geometry, and space for body side members, the tar
geted engine width was established at 760 mm (less than
30 in). In spite of the engine having overhead camshafts, this
width limit was not exceeded.
From a production point of view, it was advantageous to
divide the cylinder heads in two pieces, as shown previously
in the cross sections in Figs. 1 and 2. In the first part (a cast
ing) are the inlet and exhaust ports, along with their relative
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valves and springs. The second (outer) casting houses the
camshaft, its bearings, and the tappets with their adjusting de
vices.
Separating the head allowed the design of each piece accord
ing to its most appropriate and specific functional needs. This
also simplified machining operations and permitted use of the
most modern manufacturing technology available for each part
(one gravity-cast and the other die-cast).
It must be noted that, while it was necessary to use two
symmetrically opposite camshaft support castings, the right
and left heads are identical.
It was clear from the beginning that the horizontal cylinder
layout of the Alfa-Sud engine might create a problem of ac
cessibility to the valve train and difficulty in adjusting tappet
clearance.
It is known that, with cup-type tappets, generally the usual
valve clearance adjustment is by use of a ground shim located
between the tappet and the valve stem. The first tests of the
Alfa-Sud engine were done using this method. This adjust
ment operation, in order to change the shim thickness, re
quires removal of the camshaft from its support and the re
moval of the tappets from their guides.
In the case of the Alfa-Sud engine, camshaft disassembly in
the car appeared very difficult due to the limited dimensions
of the engine compartment and the very low location of the
cylinder heads.
The intrinsic characteristics of the vehicle (intended for
large-volume production) required rapid and simple valve ad
justment. Removing the camshaft was not the answer, since it
is complicated and time consuming. It also requires the valve
timing to be reset after the valve adjustment is done.
The solution of this problem was to be found in a system
that, although it did use a lightweight cup-type tappet, per
mitted rapid adjustment of the clearance, without disassembly
of any parts of the engine.
This was achieved by using a screw through the top of the
tappet which contacts the valve stem in the same way as ad
justment is commonly provided for rocker arm systems
(Fig. 9). As well as optimizing carburetor calibration, the problem of
Because of limited space and accessibility, it was not possible limiting exhaust emissions to meet European regulations re
to use a locknut. To keep the screw locked in its set position, quired a fully heated inlet manifold, using engine coolant from
a friction system is used under the tappet. This system is a nut the cylinder heads over the whole length of the manifold.
made of elastic washers, preloaded on the screw at a given With this layout, and retaining good drivability, it was possible
torque. It is capable of exerting a high enough force on the to use relatively lean mixtures, even though there was some
screw to prevent its spontaneous rotation while the engine is slight penalty in engine performance.
in motion.
The system, improved during experimental tests, allowed the
In order to have a good mixture distribution pattern, a large
design goals to be met, permitting accurate valve clearance ad
part of the experimental work was devoted to determining the
justment quickly. In fact, it is possible to make the adjust
shape of the manifold (with particular regard to the branching
ment with the cam in the same position in which the clearance
upstream of the cylinder heads), to feed the two inlet valves
equally.
is checked. A hex key is used to turn the screw through a
radial hole between the paired cam lobes. The advantages in exhaust gas emission reduction permitted
by uniformity of ignition advance resulted in a choice that had
INDUCTION SYSTEM AND ITS EMISSION PROBLEMS a large influence on the general engine layout.
The distributor driveshaft was located in the zone between
The engine is fitted with a single-barrel downdraft carbure the last main bearing and the flywheel, since this zone was the
tor, joined to the head inlet ports by a long transverse mani least affected by angular vibrations.
fold. In this way, the most constant drive for the distributor was
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obtained, since it is indispensable in reducing ignition-advance
oscillations.
ACCESSORIES AND OTHER ENGINE ELEMENTS
Apart from the water pump and alternator, which are posi
tioned at the front of the engine, the remaining accessories
have been grouped in the rear part where a light-alloy casting,
used as the rear engine block cover, supports them (Fig. 10).
This cover carries the vertical distributor driveshaft, which
drives the distributor, and fuel pumps.
On the rear cover also are the oil filler tube, starter motor,
hydraulic clutch slave cylinder, and the engine oil filter.
This design appeared attractive by limiting the weight of the
cast iron to the engine block, and therefore optimized the
multifunctional die-cast rear cover. The cover also contains
the complex of lubricating oil passages for which no machin
ing is required.
Other engine details to not present any element of specific
relevance. The loads on the crankshaft, supported by three
main bearings, have required some attention (see Appendix A).
Normal manufacturing techniques are used for connecting
rods, pistons, covers, valves, etc.
The location of parts normally subject to inspection and
servicing was laid out to allow good access when the hood is
open.
As previously mentioned, it is only necessary to remove the
oil pan to inspect the oil pump and the rod big ends.
Theengineshowninthepictureshasacapacityof1186cm3
with an 80 mm bore and a 59 mm stroke. With a single-choke
carburetor, the engine has an output of 63 bhp (DIN) at 6000
rpm, while maximum torque is 8.5 kg (DIN) at 3500 rpm.
We are now studying other engine versions using alternate
induction systems. Also, it is possible to vary the displace
ment by changing only the bore and/or the stroke and valve
dimensions.

APPENDIX A

STUDY OF MAIN BEARING LUBRICATION

In the Alfa-Sud engine, the cylinder axis lies on the same Therefore, an investigation was conducted to determine the
plane as the diameter of the main bearings, which is rather un value of this thickness and its angular position to compare it to
usual. the maximum possible value of the step in the two different
To ensure the bearing-journal interface good lubrication, it is solutions of joint between cap and crankcase quoted in the
necessary that the oil film thickness at the point of minimum text.
distance has the proper value. According to the Ocvirck's theory (infinitely short bearing),
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the variation of the oil film thickness around the circumfer
ence of the bearing at the condition of maximum torque
(n = 3500 rpm) was determined.
The results of numerica analysis are shown in Figs. Al and
A2. In Fig. A-2, the position of the center of the journal is
represented by an adimensional parameter assuming as a ref
erence the clearance of the journal in the bearing. The value 1
of the diagram corresponds to the condition of contact be
tween the journal and its bearing.
Fig. A-2 shows that there is no preferential direction for the
split plane of the two bearing halves.
APPENDIX B
CALCULATION OF CRANKSHAFT
In a flat four engine, careful dimensioning of the crankshaft
is very important. It has been necessary to determine precisely
the stress loads in order to achieve the shortest engine length.
The position of the cylinders and resulting length of the
crankcase are related to the length of the journal and wrist pin
and to the thickness of the crank web.
In an in-line engine in general, the length of the crankcase
that is, the length of the power unit itself-depends upon the
diameter of the piston.
The calculations that permitted the diagrams of the main
and rod end bearing loads have been used to verify the crank
However, the values of minimum oil film thickness at the
split zone were such to prevent the use of bushings to position
the caps.
This is because the maximum possible values of displacement
would have been not acceptable (the maximum step would
have been about 30 µm) considering the particular load con
ditions of the bearings.
Therefore, the second solution was chosen (location via
teeth) to ensure a constant diameter in the housing. With this
solution, the maximum step is due only to the tolerances on
the thickness of the bearing halfshell-that, is few microns.
shaft design. The most adverse condition is at maximum
torque and was examined, as explained in Appendix A.
Evaluation of the stress concentration factors for the various
sections in the schematic diagram of the crankshaft was rather
difficult because of the lack of experimental data for this type
of crankshaft, and also due to the large scattering of values
taken from available literature.
The Stahl's factors were chosen because they were taken
from test data on crankshafts similar to the Alfa-Sud. Recent
calculations, obtained using finite-element theory, have veri
fied that these values were correct.
The stress in all zones of the crank was determined, such as
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near the junction between crank and crank arm. These stresses rotation of the journal is shown in Figs. B-1 and B-2. Examin
are compared to the fatigue limit in that zone, given the safety ation of these diagrams gives a general view of the stress con
factor of the section. dition of the crankshaft, and it also shows that the areas near
The value of the safety factor as a function of the angle of the center crank arms are the most stressed.
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APPENDIX C
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APPENDIX D

This paper is subject to revision. Statements and opinions
advanced in papers or discussion are the author's and are
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