HANDLING

The Alfa GT borrows the Alfa 156's suspension layout and adds settings specific to the new model: high double-wishbone at the front, McPherson at the back with transverse rods of different lengths.

The choice of a double wishbone layout for the front suspension meets a specific aim: to achieve maximum lateral hold, a highly effective and precise steering response, excellent traction - and then wed all these specifications with an ability to absorb and dampen road surface roughness typical of the most comfortable cars in the segment. The double wishbone layout allows high longitudinal flexibility to be achieved on the wheel side without impairing roadholding on corners and steering dynamics.

The car's on-road behaviour is aided by a rear suspension able to give the model the greatest stability during high speed manoeuvres and all the agility required of a true sports car over tight mixed routes. Hence the choice of a MacPherson suspension featuring asymmetrical arms and refined elastokinetic properties. On the Alfa GT, the rear suspension is connected to the chassis by a crossmember made up of vacuum cast aluminium. The benefits of the MacPherson strut layout include low weight, great comfort (assured by extensive wheel travels and longitudinal flexibility) and numerous ride control options.

The front and rear suspension layout also allows the various joints, including the steering arm joints, to yield in a calibrated manner without this affecting driving precision. The set of features adopted allowed us to achieve the very highest level results in terms of insulating out all noise and absorbing the minor roughness that usually gives rise to annoying knocking sounds reverberating from the body.

Front

The high double wishbone front suspension is the most advanced layout, geometrically speaking, because it reconciles a wide range of wheel travel with optimum control of tyre working conditions. This is the outcome of a combined study performed by the Fiat Research Centre and Alfa Romeo Design and Testing.

From a structural viewpoint, the double wishbone configuration consists of a lower cast iron arm, a steel strut and an upper arm in light ally. The coaxial spring-damper unit is connected to the body via a flexible mount and to the lower arm via a fork in light alloy. For reasons of space and structural stiffness, the upper arm is jointed to an aluminium shell (anchored to the body), which acts as a support to the upper spring-shock absorber attachment.

Suspension geometry is designed to ensure that wheel camber is taken up during rolling and steering movements, maintaining a constant offset (distance between the centre of the tyre contact area on the ground and the point at which the steering axis intersects with the ground), regardless of load conditions.

The specific position of the upper wishbone (with its axis of rotation tilting forward) allows the king pin angle to be controlled under all driving conditions, even the most critical. As a result, the front wheels maintain optimum grip even when steered strongly and the effort required at the steering wheel is more gradual.

All this brings major benefits in terms of handling and on-road behaviour. - optimised tyre grip;

- maximum roadholding on bends, whatever the load conditions;
- improved traction even under the most difficult conditions;
- precise, sensitive steering even when taking narrow, twisting bends;
- gradual effort on the steering wheel, which increases uniformly up to the grip limit;
- high anti-dive effect (i.e. the front end is prevented from dipping while braking) and anti-lift effect (the front end does not lift during acceleration);
- cancelling of reactions at the wheel when one of the two wheels loses grip;
- natural return of the steering wheel when the car emerges from the bend, with immediate realignment.

Rear

The rear suspension features a MacPherson configuration with particularly advanced geometry and constructional details. The basic structure includes a vertical telescopic element with a coaxial spring, two long transverse rods and a longitudinal strut. The telescopic strut incorporates a pressurised double-acting damper and the coil spring is greatly offset to reduce friction. The end travel buffer cuts in at the final stage of suspension travel and is made out of a special closed cell polyurethane material (known as cellasto) that ensures very gradual elastic action that remains absolutely constant in time. Both transverse arms are pressed out of high strength sheet steel and are of different lengths for a small induced elastokinetic steering effect.

Toe-in is adjusted by means of a cam system on the rear arm. This replaces the conventional screw system, offering benefits in terms of weight and ease of servicing. Both transverse arms and the antiroll bar mounts are secured to a light alloy structure made by vacuum casting. This feature allows a weight reduction of about 1.8 kg compared to a conventional crossmember in steel.

Special attention was devoted to the system for connecting the suspension to the structure to ensure the greatest geometrical precision and minimal transmission of noise and vibration. All the body attachments are very solid and come with special features such as a shell for the front shock absorber unit. On the rear strut, the shock absorber fastening is separate from the spring support.

To absorb minor roughness more effectively, friction has also been reduced through the use of bushes with dynamic flow slide action on the front upper triangle and rear longitudinal strut attachments and Teflon seals for the shock absorber rods.