A cute little berlina Berlina Register
smoooooth green bar

Running Gear

Front Suspension
As with the rest of the running gear, the front suspension of the Berlina is common to the contemporary GTV and Spider. It is independent, consisting of a forged lower A-arm, two upper control arms (one controlling camber and one controlling caster), a coil spring, a tubular shock absorber, and a solid steel anti-sway bar. The suspension components bolt to the chassis crossmember and supporting areas around it. Bonded rubber bushings are used in most cases to attach the suspension to the chassis. The only adjustment possible on the stock front suspension is caster.

Rear Suspension
The rear suspension, as on the GTV and Spider, is a live axle supported by coil springs, and located by two lower trailing arms and a heavy steel upper A-frame link to limit sideways movement. The springs act on the trailing arms, and tubular shock absorbers reside with the springs. A solid steel anti-sway bar connects from the rear trailing arm attachment bolts to the trunk floor area. A heavy fabric strap at either end of the axle limits droop.

The Berlina brakes are a four-wheel disk system, made by ATE (German). The system consists of a hydraulic master cylinder, 10.7 inch solid disks in front, 10.5 inch solid disks in rear, each caliper having two pistons, and a small cable-operated drum-type parking brake within the hub of the rear brakes. All Berlinas have some type of vacuum assist for the brakes.

The Berlina's brakes changed over time, just as the GTV's and Spider's brakes did. Initially, the Berlina used generally the same system the Giulia Super had: a single-circuit ATE, Bonaldi, or Benditalia master cylinder under the floor operated by the floor-pivot pedals, a single vacuum booster (Lockheed) and ATE calipers. Beginning in 1969, US-market cars required a dual brake circuit to meet safety standards, so a dual-circuit floor-mounted master cylinder was provided, and one Lockheed booster for each circuit, mounted in the upper left rear corner of the engine compartment. RHD cars adopted this system at this time, and used the floor master cylinder and dual boosters until the end. Beginning in 1970, LHD cars changed over to hanging pedals, and the ATE brake master cylinder was incorporated onto a single ATE booster assembly, mounted high up in the left side of the engine compartment.

On 1969 and RHD Berlinas, I have only ever seen Lockheed boosters used. However, contemporary GTVs and Spiders used Bonaldi or Benditalia boosters (based on a Dunlop design). As far as I know, GTVs and Spiders did not use Lockheed boosters. I don't know what the reason is for the difference.

The parking brake consists of a small drum with mechanically operated shoes within the "hat" section of the rear disks. The parking brake is operated by a large pull-up handle on the driveshaft tunnel, which pulls taut a main cable, splitting at the rear of the rear axle into two smaller cables. The parking brake shoes have small star adjusters to compensate for wear.

The Berlina steering consists of a manual ZF (German) worm and roller or Burman (English) recirculating ball steering box, operating a center track rod, an idler arm, and two tie rods. The ZF box is adjustable for wear by a screw; the Burman box is not. 1750 cars have a straight one-piece steering column; 2000 cars have a safety flex universal joint near the steering box. All tie rod ends are replaceable and adjustable for length. In addition, there are adjustable steering stops to set the turning circle, and to control tire rubbing within the wheel wells. The steering wheel turns 3.5 turns lock to lock turning circle is 36.5 ft. Purportedly, Berlina steering boxes will not interchange with other 105/115 cars. The steering box is lubricated with 90W oil. Steering geometry is set for 3 mm of toe-in at the wheel rims.

Copyright © 1997 by Andrew D. Watry
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