SUPERSEDED by the 159 only towards the end of 2006, the Alfa Romeo 156 was well received due to its stunning styling and sporty powertrains and enjoyed a long production run of nine years. Clever design characteristics include hidden rear door handles that make the four-door saloon look like a coupé. Even the station wagon version looked sleek and sporty.
WHICH MODEL?
Alfa’s 2,5-litre V6 is still regarded as one of the great modern engines, from its appearance, to the deep induction growl up against the 7 000 r/min limiter and its free-revving nature. Maximum power is 140 kW at 6 300 r/min and the torque output peaks at 222 N.m. The only thing that can be criticised is that this peak torque occurs at 5 000 r/min – a bit of a racer? If you fancy something more down to earth, there is the 2,0 TS (for Twin Spark) meaning that each cylinder uses two spark plugs. This engine offers 114 kW at 6 400 r/min with 187 N.m of torque at 3 500 r/min. The engine employs balancer shafts to ensure the smoothness that generally typifies Fiat and Alfa engines.
The Selespeed is a manual five-speed gearbox that uses a conventional clutch operated by solenoids and has a fully automatic mode. Manual gear-shifting is done either via a console lever or buttons on the steering wheel. Although quite well-liked by owners, the Selespeed ’box brings extra complexity and reduced sportiness, making us wary of choosing it.
The saloon’s luggage space is 320 dm3 with no folding rear seat to boost load-ability. A space-saver spare is located under the boot board. The Sportwagon version offers a more versatile blend between style and utility, with figures of 288 to 1 000 dm3. Part of the package are cargo nets that can be placed in various positions for keeping items in place, even when the driver is enjoying the handling attributes.
In the June 2004 issue of CAR we showcased the facelifted model with sleeker headlamps and a more prominent “heart” grille. Engine outputs were revised to 110 kW for the 2,0-litre and 141 kW for the V6. The interior also received refinements.
Two JTD diesel-engined derivatives were available with a choice of a 1,9-litre 85 kW four-cylinder or a 2,4-litre five-cylinder producing 129 kW. The latter uses MultiJet technology for extra efficiency and enhanced quietness. The year 2004 also saw the introduction of the exciting 156 GTA with its 3,2- litre V6 engine producing 184 kW and 300 N.m of torque. Lowered suspension, stronger brakes and sharper steering were part of this package.
WHAT TO LOOK OUT FOR
ENGINES
A number of anxious owners have experienced immobiliser issues and a resultant failure to start the engine. The problem is mostly due to the coils around the key barrel breaking continuity at the connector junction and failing to detect the key code. The solution, according to owners, is to locate the black wire between the ignition switch and a small fuse box positioned nearby. Remove, check contacts and replace and you might be lucky. Some keys had to be replaced to cure similar failure-to-start hassles.
Faulty, or more likely damaged, Bosch hotwire air flow meters can result in flat spots at about three-quarter throttle and possibly a lack of power. This problem is more prevalent on the V6 and diesel engines and less so on the 2,0 litre. This is an easy DIY job and the meter is located between the engine and battery. Cost should be between R1 000 and R2 000. Note that if you unplug the MAF the car should still run on a basic mapping. A 1,9 JTD owner had to have his engine’s EGR valve cleaned at 110 000 km (makes a welcome change from just replacing items!) Spark plugs should be replaced at 100 000 km and remember that the 2,0-litre needs eight of them.
The official cam-belt change interval from parent company Fiat used to be set at 120 000 km but, after some failures, this was subsequently halved to 60 000 km to play it safe. The 2,0 litre has variable inlet cam timing. If the engine sounds clattery it could be that the cam variator needs replacing. This can be replaced simultaneously with the cam-belt. Some suggest replacing the water pump when seeing to the cam-belt, perhaps at the 120 000 km stage. Also on the 2,0-litre is a balancer shaft which has its own timing belt. Diesel engines are reported to be strong and hassle-free. Mild oil consumption was noted by some with others stating that this is normal for Alfa engines.
TRANSMISSION
Some owners had to replace their cars’ clutch plates at around 100 000 km, which they thought was rather premature. One owner had a gearbox that jumped out of third gear. Apart from some electrical issues (mentioned later) with the Selespeed ‘box, few faults were noted.
SUSPENSION, BRAKES AND WHEELS
One wheel bearing failed at only 15 000 km and was fixed under warranty. More frequent were rear suspension bush replacements and front upper and, to a lesser extent, lower wishbones to cure squeaking.
This can manifest itself as a creak appearing to come from behind the facia. Those who reported this work mentioned mileages between 70 000 km and 100 000 km. One handyman used silicone spray on the bushes to reduce the noise.
STEERING
A couple of steering pump hoses sprung leaks and had to be replaced. The steering is generally quick and sporty with only 2,2 turns lock to lock.
ELECTRICAL
The fuel gauge came in for some moans due to vague and inaccurate readings, especially below half-a-tank capacity. Selespeed steering wheel-mounted gearshift buttons sometimes break contact but also seem to re-establish the connection on their own. The usual few headlamp bulb replacements were required.
INTERIOR
One heater fan needed replacement under warranty. Some owners mentioned squeaks and rattles plus a few failed glove-box lids. The fuse box cover falling off was also cited. Handbrake buttons can stick if pressed too hard. Air-conditioning effectiveness was not a 156 strong-point.
BODYWORK
Some criticisms were levelled at “thin” paintwork. The fibre under-tray beneath the engine can get damaged by stones but it is a relatively simple operation to replace.
GENERAL
Many owners reported no faults, others reported many faults. This could point to a lax manufacturing quality control set-up and some design issues as well. Some owners sold their vehicles due only to immobiliser faults that could not be solved. The diesel engines are probably underrated and could be good buys, though it is not often that we make such a statement. Prices now are welldepreciated and bargains can be found.
SUMMARY
This is the first buying-used feature in which owners have not expected top build quality or Rolls-Royce levels of reliability. The vast majority who experienced faults (quite a few had no gripes at all) were quite happy to spend some cash sorting them out in exchange for the joy of driving their dream car (on a fraction of a Ferrari budget) with its superb styling and motoring pleasure. Most agreed that knowing a competent Alfa mechanic was essential, faults were not too expensive to fix and many plan on staying with the marque in the future. Just remember to watch your cam-belt maintenance schedules closely.
