If you've had a 164 for any length of time, you probably know about the HVAC stepper motors and their tendency to fail. Here's the latest on steppers and some corrections to my initial article on the topic:

• I had indicated it was okay to continue using the car after the tell-tale clicking noise is initially heard, since complete failure typically takes some time. I now have to recommend that you get the motors replaced as soon as possible once they are clicking. Why? Once the worn gears are slipping somewhat, the force applied to the distribution drum shaft is much greater, and failure of the shaft is more likely.
• It is my understanding that the latest stepper motor assembly is an updated part, and the gears are, in fact, a more durable material. An Alfa part number change did not occur with this update, but perhaps the Bosch motor number itself has? For reference, the Bosch part number from my old motors is 0 132 800 003; original complete assembly is 0 132 010 304.
• The instructional video and special tools are no longer available from ARDONA, but CarDisk (cardisc@aol.com) now has the video on CD-ROM which also shows you how to manufacture your own "special tools".
• A temporary quick-fix for a broken air-distribution stepper is offered by Ken Stevenson. First, remove the thin plastic cowling between the firewall and the windshield (be gentle, it breaks easily). The stepper motor moves a rod that passes through the interior firewall to a lever that moves the hot/cold flap. With a long screw-driver, move the lever to the opposite extreme. Stuff a rag in to hold it in place. Now you have cold air or hot air, your choice. On the 164 there is no heater control valve, the heater core is always hot.
• Finally, I'm looking into rebuilding failed stepper motor assemblies, so any old units you might have gathering dust would be happily accepted. Contact me at (201) 327-4672 or bjanesi@juno.com.

Stebro Exhaust

• At the time of the initial article, the 3" oval tip was a special order; now it is the standard tip configuration for the 164 B/L exhaust. The "S" muffler unit (which can be put on any 164) is dual 2 inch tips.
• At this writing, the word from Ontario is that development (slowly) continues on the stainless steel headers for the 164 (and other V6 Alfas). I am told these will incorporate a (much-needed) flex coupling at the link to the down-pipes, to prevent stress cracking. Powder coating will be an available option. Watch this space for a review - hopefully soon!

Steering Rack Boot Replacement

• A sharp reader noticed that I suggested the need for an oil pan when removing the steering rack boots. If your steering rack is not leaking, there should be no fluid in the boots and thus, no need for an oil pan. I wasn't so lucky, and I'm guessing most of you won't be either (especially if your car is still sporting an original rack). Immediate replacement of the rack is not required in all cases, assuming the leak is minor and you maintain the proper fill level, but it is something to keep a watchful eye on. When you do eventually get the rack replaced (I haven't done mine yet), rebuilt units area available for about $200 - a fraction of the cost of new. This job may be better left to a professional; no doubt, I'll throw caution to the wind and try to do it myself.

Head Removal

• Although my revised procedure for right-hand head removal without unbolting the half-shafts can work, I just recently discovered one more reason NOT to use this approach. Because of the severe angle that the half-shaft is placed at using this procedure, there is a very real risk of bending the inner CV-joint flange. An altogether different approach has been suggested, (thanks to Sandro Mercantonio) which will work in both the shop (with a lift) or in the driveway. It involves partially dropping the sub-frame to allow for the necessary clearance. Briefly, the procedure involves removing the four bolts on the right side and loosening the first two bolts on the left. Then a 2 x 4 is wedged between the chassis and sub-frame to position the motor downwards a bit more and enable the head to clear the torque-reduction mount. If this sounds crude, I'm sure it looks worse in person, but I've been assured it works.

Fuel Injector Service Results

• My most recent article discussed fuel injector cleaning and blueprinting. Many of you pointed out that the referenced "before and after" report was not included. This was a test to see if anyone was really reading these articles -- and you passed! So this time we've including the report on the following page.

Autodata Engine Management Systems Service Manual

• I recently had the opportunity to take a look at Autodata's service manual, which covers the diagnostic procedures for several European automobiles including the Alfa Romeo 164. I found the information very straight-forward, with pictorial directions on testing each fuel and ignition component and the desired results. For a shop that works on European automobiles, this manual is a good value at $125. For the shade-tree Alfisti, this would be a tough bill to swallow, especially considering that the 164 is the only Alfa which is specifically covered. For further information Autodata can be contacted at (518) 562-9511