Alfa Romeo 2000 Reviews

You'll find all our Alfa Romeo 2000 reviews right here. Alfa Romeo 2000 prices range from $2,640 for the 2000 Berlina to $4,180 for the 2000 Berlina.

Our reviews offer detailed analysis of the 's features, design, practicality, fuel consumption, engine and transmission, safety, ownership and what it's like to drive.

The most recent reviews sit up the top of the page, but if you're looking for an older model year or shopping for a used car, scroll down to find Alfa Romeo dating back as far as 1972.

Or, if you just want to read the latest news about the Alfa Romeo 2000, you'll find it all here.

Alfa Romeo Reviews and News

Alfa Romeo Giulietta 2012 Review
By Chris Riley · 17 Jan 2012
We thought the 1.4-litre Giulietta was going to be a bit of a doddle after the fire-breathing 173kW QV.How wrong we were. This car is outstanding, easily the best Alfa we've driven in a long time.VALUEThe Alfa Romeo Giuletta 1.4 TB MultiAir is priced from $36,990 before on road costs.DESIGNThe Giulietta is a replacement for the beaked 147 model and continues a return to names instead of numbers to differentiate models.It's actually a bigger car than its predecessor and this is reflected in an increase in luggage space. At 350 litres it has 16 per cent more capacity than the 147.  It's also 21 per cent wider.TECHNOLOGYThe MultiAir engine which made its debut in the smaller Mito is unique, with cutting edge technology that will do for petrol engines what high pressure, common rail injection has done for the diesel.With no throttle valve and cylinder-by-cylinder, stroke-by-stroke direct air intake control, the technology cuts fuel consumption and CO2 emissions by up to 10 per cent while producing 10 per cent more power and 15 per cent more torque than conventional engines.The unique 1.4-litre TB MultiAir engine produces 125kW of power and up to 250Nm of torque in dynamic mode, yet uses only 5.8 litres of petrol per 100km. The dash from 0-100km/h takes 7.8 seconds, just one second slower than the more powerful QV.DRIVEWe clocked up almost 700km in the 1.4-litre turbocharged tyro this week and came away impressed by its styling, performance as well as the ride and handling, the ride is quite unexpectedly supple, nothing like the jarring encounters we've had with other Alfa’s in the past.From the driver's eat the MultiAir engine feels strong and smooth, especially with the DNA system switched to dynamic mode which boosts torque from 230 to 250Nm at 2500 revs. The DNA system features Normal, Dynamic and All Weather modes and is standard across the range.The change from Normal to Dynamic is perceptible. It acts on the engine, brakes, steering, suspension and gearbox to allow drivers to hone the car's responses to the conditions.Couple with a six-speed manual, the drive experience is sharp and sporty with plenty of electronic aids thrown in to keep you firmly planted on the road. At the end of our test program the trip computer on our car was showing 7.3 litres/100km.VERDICTNow, if the car can stand up to the rigours of our harsh Australian climate the Italians could well be on to something with this one.ALFA ROMEO GIULIETTA 1.4 MULTIAIRPrice: from $36,990Engine: 1.4-litre TB MultiAirEconomy: 5.8 litres/100km.Outputs: 125kW / 250NmTransmission: Six-speed Manual
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Alfa Romeo Giulietta 2012 Rview
By Chris Riley · 13 Jan 2012
You've got to hand it the Italians, they know a thing or two about style. Nowhere is this more evident than in Alfa Romeo's new Giulietta, a replacement for the aging 147. It simply oozes the stuff.VALUEPriced from $41,990, this car certainly has what it takes to steal some hearts from Volkswagen.DESIGNHere's hoping the Giulietta breaks the mould, that it proves to be every bit as robust as the Volkswagen Golf with which it competes. The name Giulietta is a borrowed from Alfa's heyday, a series of compact, sedan, coupe and convertibles built over a decade during the 50s and 60s.Unlike its namesake however this one is a five-door hatch, but like the 156 before the rear doors feature concealed door handles, giving it the appearance of a sportier three-door. Finished in white with elegant 18 inch charcoal alloys, our test vehicle bore more than a passing resemblance to the smaller Mito with its beak like grille and wide-eyed stare.The interior, with its metal gear knob and prominent, large round climate controls is a work of art. Standard features are generous. The Cloverleaf model gets 10mm lower sports suspension, sports seats in mircofibre and leather with red stitching, Bose sound, tinted windows, red brake callipers and dark titanium 18 inch spoke alloys.TECHNOLOGYGiulietta comes in two guises, powered by two different engines, a 125kW 1.4 or 173kW 1.7-litre four - both of them turbocharged. Our test vehicle, the top of the line Giulietta QV clover leaf edition reminded me strongly of the oft lamented 147 GTA - a real ball tearer of a car.The figures are similar too. The GTA's 3.2-litre V6 produced 184kW of power at 6200 revs and 300Nm of torque at 4800 revs. In comparison the Giulietta's 1750 TBI engine delivers 173kW of power at 5500 revs and 340Nm of torque at 1900 revs in dynamic mode.The two share a similar top speed of about 240km/h, but the GTA was still a little quicker from 0 to 100km/h, at 6.3 seconds versus 6.8. The good news however is that the QV uses just 7.6 litres per 100km - the GTA used twice that figure on a good day.SAFETYAlfa's DNA dynmaic ride control is standard, letting you choose between normal, dynamic and all-weather modes. In dynamic mode extra torque is available lower in the rev range and the electronic stability system is less intrusive, the throttle is also more responsive, the steering becomes heavier and the electronic diff is activated.The Electronic Q2 differential and the Vehicle Dynamic Control are standard on this model, along with six airbags and a five-safety rating.DRIVEJumping into the car for the first time we discovered it has the same feel and propensity for spinning the front wheels, but none of the GTA's heaviness or awkwardness. The 1.7-litre engine is hooked up to a six-speed manual that is generallty easy to use but baulks at going into first occasionally.The car sits well on the road and cruises easily and frugally in top gear, with plenty of torque to keep it there. Slipping it into dynamic mode, you can feel the difference immediately, as the front wheels fitht to maintain contact with the road. You can drive it hard or you can drive it easily, it's a car for both occasions.VERDICTWe love driving Alfas but take comfort in the knowledge that at the end of the day we can take them back. If only they were more reliable.ALFA ROMEO GIULIETTA QVPrice: $41,990Warranty: 3 years, 100,000km, roadside assistResale: 65%Service interval: 20,000km or 12 monthsEconomy: 7.6 l/100km; 177g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 173kW/340Nm 1.75-litre turbo-petrolTransmission: Six-speed manualBody: 5-door, 5 seatsDimensions: 4351 (L); 1798mm (W); 1465mm (H); 2634mm (WB)Weight: 1320kg.
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Used Alfa Romeo 159 review: 2006-2009
By Graham Smith · 16 Dec 2011
Few badges polarize opinions like Alfa Romeo; it's one of those brands you either love or loathe, either way it's usually with a passion. Most people acknowledge that Alfas look great and deliver an engaging drive experience like few others, but just as many would say they wouldn't buy one because of the brand's reputation for poor quality and unreliability. It's fair to say that the company has worked hard to lift its game in recent times to put that reputation behind them, but despite that there remains a lingering doubt about its success at eradicating the things that can make its cars frustrating to own. The mid-sized 159 arrived in 2006 with the promise that the woes of the past were indeed in the past. Like all Alfas it looked like sex on wheels. Few carmakers produce more attractive cars than Alfa and the 159 was no exception with its timeless athletic lines. Buyers could choose between a four-door sedan and a wagon, there was a choice of two diesels and two petrol engines, and front-wheel drive and all-wheel drive. The 159 is a driver's car, which is obvious when you slide into the body-hugging driver's seat and survey the dash and controls. Like the exterior, the cabin is also a design delight, with instruments nicely placed and easily read, and the controls spread around in a way that is logical and makes them easy to use. The front seats, however, won't be for everyone. While supportive, their heavily contoured shape will suit some bodies, but not others. While seated behind the wheel the limited visibility becomes clear. The high tail and thick pillars make vision from the driver's seat an issue, one that drivers need to come to terms with. IN THE SHOPRusted on Alfa owners are willing to accept things in their cars that others simply wouldn't tolerate. Committed owners are prepared to write them off as 'character', others say they are character building. Anyone not familiar with Alfas should approach the 159 with caution to make sure they aren't left driving a car they can't stand. But don't be deterred, as the 159 is generally reliable with no major flaws. Those things that detract from its appeal are a result of variable build quality. Have an Alfa specialist check over any potential purchase, they will be familiar with the issues that can affect a 159. Sloppy build quality can result in rattles and squeaks in the body and trim that can be hard to find and eliminate. They can also be expensive to fix. Also check over the interior trim, looking for bits and pieces that are poised to fall off. On the road the diesel engine can be noisy, not a problem, just something you need to accept and live with. The ride can be firm, too firm for some, so make sure you're happy to live with that day to day. Like all modern cars servicing is crucial, so look for a service record to confirm that all maintenance has been done according to the book, and preferably done by an experienced Alfa mechanic.IN A CRASHA 5-star tick of approval from ANCAP says it all, the 159 is a safe car. It comes with front, side and head airbags along with ABS braking, traction control and stability control.UNDER THE PUMPWith a choice of diesel and petrol engines 159 buyers have plenty to choose from. The diesels are the best pump performers, both getting around 7.0 L/100 km, while the V6 is the thirstiest of the bunch at more than 11 L/100 km.AT A GLANCE Price new: $55,990 to $77,990Engine: 2.2-litre 4-cylinder petrol, 2.0-litre 4-cylinder turbodiesel, 2.4-litre 5-cylinder turbodiesel, 3.2-litre V6 petrol Power/torque: 136 kW/230 Nm (2.2), 110 kW/320 Nm (2.0TD), 147 kW/400 Nm (2.4TD), 191 kW/322 Nm (V6)Transmission: 6-speed manual, 6-speed auto, front-wheel drive, all-wheel drive.Economy: 6.8 L/100 km (2.4TD), 7.1 L/100 km (2.0 TD), 9.4 L/100 km (2.2), 11.5 L/100 km (V6) Body: 4-door sedan, 4-door wagonVariants: Base, TiSafety: 5-star ANCAP
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Alfa Romeo Mito TCT 2011 review
By Peter Barnwell · 12 Nov 2011
Alfa is up against it in the performance tiddler class with its Mito TCT squaring up against the Volkswagen Polo GTi. Apart from selling for thousands of dollars less, the Polo GTi comprehensively out muscles the Alfa Mito while offering a similar level of equipment. Mito Sport TCT retails for $34,990 while the Polo GTi is $27,790.TECHNOLOGYThe Polo has 132kW versus the Mito at 99kW. It has 250Nm versus the Mito at 230Nm. It has a seven speed double clutch transmission versus the Mito's six speed double clutch unit. It would be a struggle for an Alfa dealer against this level of competition. But perhaps Mito buyers are what are called "Alfisti" — enthusiasts for the brand who have eyes only for an Alfa. They will probably go for the Mito TCT regardless.DESIGNIt's a cute looker that's for sure with a face that looks a bit like artist Edvard Munch's painting "The Scream." The pert rear end shares no styling cues with any other car and is topped off by dual exhaust tips and a pair of LED tail lights. Mito TCT gains auto stop/start which switches off the engine at the lights or when you come to a stop then starts it as soon as you lift off the foot brake. It's designed to save fuel and contributes to Mito TCT's 5.5-litres/100km — slightly better than the Polo GTi at 6.1. It comes with what Alfa calls DNA — multi drive modes for Dynamic, Normal or All weather responses.DRIVINGHandling is OK to a point spoiled by steering backlash on bumpy corners. The interior is stylish and functional but the driving position is strange unless you have short legs and long arms. The stop/start system has too much lag before re-igniting the engine at times leaving you high and dry and we came to grief with the hill holder function a couple of times on a steep hill — it didn't work.We can't understand why anyone would want this car in any mode other than Dynamic because the other modes feel like there is a sock in the intake. The engine is unusual in that it doesn't have an inlet camshaft, instead, it uses oil-activated solenoids to open and close the valves with wide variability. The thing is, Mito TCT has the lowest power output of all the Mito models. Others get 114kW up to 125kW. We'd go the standard manual Mito thanks.ALFA MITO TCTPrice: from $32,990Engine: 1.4-litre direct injection Outputs 99kW/230NmTransmission:seven speed double clutch transmissionBody: Three-door hatchEconomy: 5.5-litres/100kmWarranty: Three-years/100,000km
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Alfa Romeo 4C new livery
By Ged Bulmer · 01 Sep 2011
Many carmakers exhibit a concept car at one show after another, unchanged. But Alfa has decided that after its appearance the Geneva Motor Show last April, the 4C Concept should have a change of wardrobe. Or at least the outer garment. At Geneva is was finished in lava red – a coat of Alfa Romeo Metallic Red over Metallic Black, that produced black shadows coupled with bold red highlights to accentuate the lines and planes of the bodywork. We love it. However Alfa has decided it will appear at Frankfurt in a silver finish the Italian manufacturer has dubbed ‘fluid metal’. Alfa says it has also refined the 4C’s technology, and has confirmed its weight at around an ultralight 850kg, the engine delivering more than 149kW, giving it a power to weight ratio less than 4kg/hp. It is reported to have a top speed of more 250km/h and to get to 100km/h in less thanr 5 seconds.
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Supercar special editions
By Philip King · 15 Jun 2011
If you already have a garage of off-the-shelf exotica, your next purchase needs to be something really special.FERRARI SUPERAMERICA 45THE most committed (and cashed-up) Ferrari aficionados build up a relationship with the brand through long association, and buying lots of cars. Ferrari knows them by name and likes to think of them as family. One such is New York real estate supremo Peter Kalikow, who has an impressive car collection that includes vintage Ferraris.When it comes to buying something new for a special occasion, Kalikow likes to commission Ferrari's special projects department. Then it's a case of tell them what you'd like, and they'll knock one up.This year, to mark 45 years as a customer, Kalikow took delivery of the Superamerica 45, a one-off set of wheels based on the 599 GTB. It was unveiled last month, like so many of these cars, at the annual Villa d'Este Concorso d'Eleganza on the shores of Lake Como, Italy.The bespoke Superamerica 45 design features a rotating carbon-fibre roof, including the rear glass, which flips into the boot to turn the coupe into a convertible. This idea appeared on a version of the 575 Maranello, the predecessor to the 599 GTB, and was also called Superamerica.Kalikow was also inspired by a car in his collection: a 1961 400 Superamerica cabriolet, which was an equally exclusive vehicle a half century ago. The bodywork and wheels of the 45 are painted the same blue to match. The car's carbon fibre elements, including the roof, body kit and much of the cabin, are in a contrasting darker blue. The chromed grille, burnished aluminium A-pillars, wing mirrors and door handles are also unique.Changes to the bodywork include rear buttresses integral with the rear wheel arches and air vents in the front wings, while the boot had to be redesigned to fit the roof.Ferrari says nothing about what's under the bonnet of this car, but a standard 599 GTB is powered by a 456kW 6.0-litre V12.Kalikow is no stranger to customised Ferraris, having previously ordered a special version of the 612 Scaglietti, the brand flagship that recently made way for the FF.Ferrari doesn't reveal the price of these cars but its best-known special project recently was the P4/5 from 2006, a Pininfarina design based on the Enzo supercar. It was a one-off ordered by US financier James Glickenhaus that reportedly cost $4 million.ASTON MARTIN V12 ZAGATOITALIAN specialist Zagato has been in the bespoke design and production business for more than 90 years and its long association with elite brands extends beyond its homeland to take in the racier badges from Britain.Its most recent car is the Aston Martin V12 Zagato, which was built to mark the 50th anniversary of the first project between the two, the DB4GT Zagato of 1961. Only 20 of those cars were made and it has spawned many replicas. DB4GT originals have become very collectable and fetch millions of dollars.The modern reinterpretation of the DB4GT starts life as the Vantage, Aston's junior sports car, in its most extreme form with a 380kW, 5.9-litre V12 under the bonnet. Like that car, it features a limited slip differential and carbon fibre propeller shaft, but it drives through an automated six-speed manual instead of a traditional manual.Most noticeably, the bodywork is all bespoke and handcrafted out of aluminium using traditional techniques and body bucks. To make the double-bubble roof alone takes five pieces of aluminium, joined and shaped into one flowing form. The front wings need seven pieces each.Like the DB4GT, the V12 Zagato will go racing, with an appearance planned for the last weekend in June at the Nurburgring 24-hour race in Germany. The V12 Zagato in race trim has reduced weight and retuned suspension as well as a 120-litre fuel tank, rollcage and huge rear wing.At the car's debut at the Villa d'Este concours last month, it scooped the prize for best design. Company chief executive Ulrich Bez was encouraged: “Based on the reactions of our customers to this race car, we hope to offer a road-homologated V12 Zagato in a small, limited number as soon as possible.'' According to Aston insiders, there's at least one Australian in the queue to buy.ALFA ROMEO TZ3THE takeover of Chrysler by Fiat is already throwing up some oddities, including a whole line-up of Lancias that are little more than rebadged versions of American cars. And that's just the start.To celebrate the 100th anniversary of Fiat-owned Alfa Romeo last year, former race partner Zagato designed the TZ3, named for the TZ race cars that campaigned in the 1960s. Built for German collector Martin Kapp, who owns TZ originals, the TZ3 first appeared as the Corsa at the Villa D'Este showpiece in Italy last year.Designed for lightness, it's built on a carbon fibre monocoque with a hand-formed aluminium body. Under the bonnet is a 4.2-litre V8 driving the rear wheels through a six-speed sequential gearbox. With a kerb weight of just 850kg, it can reach 100km/h in 3.5 seconds.As its name suggests, the Corsa was designed as a track car, and it's unique.Production of the TZ3 Stradale, which followed this year, will run to nine examples and it shares many design features with the Corsa, including the aerodynamic tail shape that was pioneered by the 1960s TZ racers. But the Stradale is fundamentally different.Its body is formed from carbon fibre and underneath sits the chassis from the most extreme form of Dodge Viper, Chrysler's blue-collar supercar.Power comes from the Viper's monster 450kW 8.4-litre V10.Unlike the Corsa, the Stradale is road legal and, in effect, the first American Alfa Romeo. Suitably enough, the first example went to collector Eric King in the US.Meanwhile, Chrysler and Fiat are denying that future production versions of the Viper will share mechanicals with Alfa. Although worse things can happen, as Lancia can attest.Read more about prestige motoring at The Australian.
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Alfa Romeo MiTo 2011 review
By Neil Dowling · 27 May 2011
Why would you buy a small Italian car when there are some perfectly acceptable Japanese and Korean rivals for almost half the price? I actually don't have the answer because it's all to do with how an Alfa Romeo buyer ticks. Speak to these tragics and it's just the allure of Alfa - the smell of the leather, the sound of the exhaust, the feel of its tyres through corners, and the sense that it's a different car for a different personality.Buyers also had the knack - in earlier Alfa experiments - of mind-numbing dismissal of some embarrassing quality issues and an irregular reliability record. Some things change. The latest Alfa small car, the Mito, delivers transport that is one step left of the norm - owners call it a character - but there are unanswerable questions as to why. Yes, it can be cute to some. But unlike its well-executed and smile-inducing big sister Giulietta, the Mito is flawed - especially in its new dual-clutch version.VALUEYes, I know price is less a criteria than a desire by owners to prove they don't follow convention. There is a place in my world for these people, parked in the same room as those who fervently watch Home & Away. Alfa opens its Mito cabinet at a not insurmountable $29,990 for the manual. The test car is the TCT (twin-clutch transmission) at $2000 extra, $31,990.Its Euro rivals include the Golf 90TSI (from $24,990), Polo GTI ($27,790), Renault Clio 200 ($36,490) and Alfa's Fiat-badged mechanical clone, the 500 Sport ($24,990). There's very strong competition here. But this doesn't dismiss the Mito's high level of features and even its decent build quality.DESIGNIt's called cute by people who think pugs are the canine equivalent to Monica Belluci. No, the Mito isn't cute. It's just small. Styling cues are borrowed from other Alfa models - round tail lights, deep and narrow shield grille, and so on - but they're lumped onto a bulbous body that, in a previous article, I described as looking like Mr Potatohead with accessories. But it's functional and Italian and I bet that's one of the first times you've seen those two words in the same sentence.TECHNOLOGYThe big news is the Multi-Air head that uses solenoids to control the intake valves. This allows the engine management system to dictate how long these valves remain open and even delay closure until much of the trapped cylinder air is expelled. That makes it very efficient.The TCT's 1.4-litre turbo-petrol engine has 99kW/230Nm, down from the manual-transmission model's 114kW/230Nm. The manual doesn't have the Multi-Air head and posts a 6.5L/100km economy compared with the TCT's brilliant 5.5L/100km. Part of the TCT's fuel saving is that head but also the stop-start system. The six-speed gearbox is a twin-clutch arrangment with electronic engagement (hence no clutch pedal). It's variously called DSG, Powershift and S-tronic by other companies. Mitos also gets Electronic Q2 which maximises torque transfer to the front wheels, effectively electronically simulating a limited-slip differential.Then there's Alfa's DNA program that gives drivers the choice of three modes - All Weather, Normal and Dynamic. All Weather is for snow bunnies, normal is for economy running and Dynamic is the only place you want to be if you have a heartbeat.SAFETYTop marks here with a five-star crash rating, electronic stability program, brake slip control, traction control, a hill holder, the Q2 electronic diff and seven airbags.DRIVINGEvery component of the Mito works hard to make you enjoy the ride. And the harder you push, the more responsive the car becomes. That's the essence of Alfa. The problem is that to get the most out of the car, you have to have the quiet winding road, the driving ability and the compunction to get out there and enjoy it. There's not much of that in Australia. Mito is also presented - and priced - as a city car and this marketing direction has blurred the little car's strengths. However, at least it's fun to drive when the conditions exist. As for the other conditions - city and suburbs - it's not entirely happy.Sure, it gets around. But the visibility is poor so it relies on its parking sensors. The TCT has an uncomfortable pause between pressure on the accelerator pedal and actual movement that can really get your heartbeat going when crossing a busy road.It should be driven only in its Dynamic mode. The Normal mode is too sluggish to enjoy. While we're on the subject of lag, the stop-start is commendable but has a restart time that is the slowest on the market. Add that to the gearbox lag and you have some interesting quiet times with yourself after the traffic light turns green.The three-door almost, literally, shuts the door on this being suitable for hauling babies or toddlers. In fact the high waistine and tiny rear windows may make it a dark, claustrophobic hole for any child. Rather, this is a car the for enthusiast who has downsized.VERDICTIt is the espresso of Alfa's cappuccino but the beans have a bitter after taste. It is enjoyable to drive when the road conditions are tights and twisty, or even when the freeway is running smoothly, but even the pseudo-automatic gearbox doesn't give much joy in the city.The Mito gets high marks for its innovative technology that has real-world benefits, but its the box they come in that is flawed. On top of that, it's fighting one-armed with the cheaper, faster, more engaging and more practical Volkswagen Polo. Not this time, Alfa.ALFA ROMEO MITO SPORT TCTPrice: $34,990Warranty: 3 years, 100,000km, roadside assistResale: 65%Service interval: 15,000km or 12 monthsEconomy: 5.5 l/100km; 128g/km CO2Safety equipment: seven airbags, ESC, ABS, EBD, EBA, TC, hill assistCrash rating: 5 starEngine: 99kW/190Nm (230Nm available) 1.4-litre turbo-petrolTransmission: Six-speed dual-clutch autoBody: 3-door, 4 seatsDimensions: 4063 (L); 1720mm (W); 1446mm (H); 2511mm (WB)Weight: 1170kgTyres: 215/45R17, space-saver spare
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Used Alfa Romeo 147 review: 2003-2006
By Graham Smith · 19 May 2011
It was clear that the 147 was different from the rest the moment you slipped into the driver's seat.The seat was heavily contoured for support, it had long cushions for extra support under the legs, the gearshift fell easily to hand and there was a sporty feel to the dash and controls. Once you hit the road the responsive engine and the nimble chassis came into play in a most rewarding way. In short the 147 was a fun car to drive. It was also an attractive one with its distinctive Alfa grille, bonnet and headlamps, and nicely sculpted flanks. The high flanks, thick pillars and large centre headrest in the rear did, however, make rear vision a problem.There were three and five-door hatch body styles; the five-door was the more practical with better access to the cabin. The main engine was a 2.0-litre Twin Spark four-cylinder that gave it plenty of zip. It was available with a five-speed manual gearbox or a five-speed clutchless automated manual shift Selespeed 'box. The hotshot GTA was released in 2003 and it was powered by a 3.2- litre V6 and the choice of six-speed manual or six-speed Selespeed gearboxes. The downside was fuel economy.For economy Alfa added a 2.0-litre turbo diesel four-cylinder in 2006.IN THE SHOPOlder Alfas developed such an awful reputation for reliability, rust and resale that current models like the 147 are still viewed with suspicion. Today's models are better built and more reliable, but they must still be checked thoroughly, preferably by an Alfa expert. Engine, transmission and cooling system leaks are common, and brake pads and rotors wear at a high rate. The cam-timing belt on the 2.0-litre must be changed at the recommended 3-year/60,000 km intervals, there's a real risk of internal engine damage should a belt break. The diesel belt must be changed at 5-year/150,000 km intervals. Thoroughly test-drive the Selespeed transmission to assess its operation, walk away if there's any indication that all is not well as repairs can be expensive. The manual is a much better buy from cost and driver enjoyment perspectives. Maintenance is crucial so check for a service historyIN A CRASHEven the base model had dual front airbags and side airbags in 2001; it also had the important safety feature of electronic stability control. But when tested by ANCAP it was only given a disappointing 3-star rating.UNDER THE PUMPThe 2.0-litre Twin Spark manual returns an average of 7.2L/100km, when linked to the Selespeed it consumes about a litre more. The 3.2-litre GTA hot shot is the fuel guzzler of the range with an average claimed consumption of 12.1L/100km, while the diesel is the fuel miser with an average of 5.9L/100km.SPECSPrice new: $38,500 to $41,500Engines: 2.0-litre 4-cylinder petrol, 110 kW/181 Nm; 3.2-litre V6 petrol, 184 kW/300 Nm; 2.0-litre turbo diesel, 110 kW/305 NmTransmissions: 5-speed manual, 5-speed Selespeed, 6-speed manual, 6- speed SelespeedEconomy: 7.2 L/100 km (Twin Spark), 7.8 L/100 km (Selespeed), 12.1 L/ 100 km (GTA), 5.9 L/100 km (JTD)Body: 3-door hatch, 5-door hatchVariants: Twin Spark, Selespeed, GTA, JTDSafety: 3-star ANCAPVERDICT Thoroughly engaging car to drive but best left to the believers.
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Zagato marks Alfa birthday
By Neil Dowling · 29 Apr 2011
Celebrating the centenary of Alfa Romeo, the Zagato-penned TZ3 Stradale is the unmasked Zorro of Italy - except that, to be honest, it's not a pure-bred Italian. Alfa's birthday cake tastes a bit stale after news that the TZ3 is based on a Dodge Viper - now part of the family thanks to the takeover by Fiat (owner of Alfa) of Dodge's parent Chrysler. It's dubbed "the first American Alfa Romeo". Which is probably akin to the first Irish pizza. The TZ3's chassis and drivetrain is borrowed from the Viper over which Zagato has draped a carbon-fibre body that has hints - particularly the abrupt Kamm tail - of previous designs such as the TZ, TZ2 and the track-only, one-off TZ3 Corsa. Alfa will build nine TZ3 Stradale - which means it's street legal - units but expect a high price and suitability only for left-hand drive markets. Apparently the first one has already gone to American collector Eric King and the second and third have been spoken for by customers in Japan and Europe. That makes six for you and your mates. For the money - and we don't know what that is, but can guess - you get the 8.4-litre V10 engine with 400kW and 760Nm and a hot body with two seats. Alfa Romeo says the Stradale differs from the single TZ3 Corsa, which has a Maserati 4.2-litre V8 and six-speed sequential gearbox. The Corsa was commissioned by Alfa Romeo Zagato collector Martin Knapp. The TZ3 Corsa and Stradale have a Kamm tail which claims high aerodynamic efficiency with minimal drag. It has previously been used with Zagato's "Coda Tronca" bodies in testing in the 1960s and realised later with the TZ and TZ2. TZ stands for the initials of tubolare (for the tubular frame) and Zagato. The TZ3 Corsa won the Villa D'Este Design Concept Award in 2010.
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Alfa Romeo Giulietta QV 2011 Review
By Neil Dowling · 31 Mar 2011
THE map of the human heart contains a topography of passion, pain, pride and prejudice. In fact, it outlines all the emotions of owning an Alfa Romeo. The latest map from the Italian, however, marks a different route than those previously followed.Its new car, the five-door family-sized Giulietta, details an Alfa that has less of the pain and prejudice, more of the pride and invokes almost as much passion as its predecessors. The third incarnation of the Giulietta nameplate is undoubtedly beautiful, surprisingly functional, has elements that indicate durability but in becoming a better car, had to give up some of its larrikin ways.It's more for the family - but it still goes like stink.VALUENot cheap. The Giulietta (pronounced Julietta, as if you have to be told) is tested here as the top-spec QV - Quadrifoglio Verde - is $41,990 plus on-road costs. Comparing that to its rivals (see below) shows it up as being a bit expensive. But take the feature list into account and its reasonable value for money.Standard gear includes the turbo engine, six-speed manual - sorry, no auto yet - and a really sophisticated, tight and beautifully tied down chassis.Safety is paramount, there's a Bose audio to rip your ears off, 18-inch spidery black alloys to make your eyes water and a top-notch infotainment unit. Did I mention that it also goes like stink?TECHNOLOGYThe QV gets a turbo-petrol engine but there's a cheaper Giulietta with a clever 1.4-litre with solenoids controlling the intake valves. Smart! But I digress.The QV is less technically endowed in the engine department but makes up for it with a chassis plugged into every electronic aid known to NASA, including a three-mode management nanny that acts like varying cup sizes of espresso.Called DNA, it's a console switch that acts on the engine, brakes, steering, suspension and gearbox. Flick it to Dynamic and it's a three-espresso hit with instant engine response and a firmer steering feel (done by easing off the electric assistance - while Normal is a single espresso and is still pretty enthusiastic while "all-weather" is a frontal lobotomy designed to sluggishly get through snow.There's also an electronic diff that uses the electronic stability control to mimic the actions of a conventional limited-slip differential.STYLEThis thing is beautiful. It's logical to compare this car with the Volkswagen Golf but, seriously, the Golf is crisp and functional like Kiera Knightly while the Giulietta is sensual and rounded like Monica Belluci. No contest.But that's the outside. The cabin is a tad convoluted with insufficient thought to the size and placement of switchgear. Yes, you get used to it but - back to the Golf - there's a clumsiness that could have been avoided. Note the big glovebox with a lid that will shave your partner shins; the too-small centre console holes; and the hard-to-read numbers on the gauges.Cabin room is reasonable with the claustrophobic sensation due to the high waist and narrow glass. Room in the back is good and only marred by small and awkwardly designed door openings, while the boot matches its rivals for space.SAFETYThis gets a five-star, six airbags (Alfa says you don't need a seventh for your knees because of the seat design) and every conceivable device to stop you safely and get you around corners quickly. For those who don't like clutches, it even has a hill-holder.DRIVINGForget the other switches, go straight to the Alfa DNA's Dynamic mode. It makes the QV sharp and so much fun. There's a lot of the Golf in this chassis. Punch it into a corner and the rear follows the line - there's no pushing at the nose (understeer) like you're pulling a caravan and the steering is unusually positive for an electric unit.The gearchange is pretty good, tending to work better when the car was being hurried and the ratios are a good balance between tight stuff and cruisey highways. The ride is close to superb. No noise from the suspension, even when it's working hard, and the QV will hold its line so well - better than the superseded 147 which was actually damn good.But the gem is the engine. It has so much torque that it feels ready to pounce in any gear. It makes driving tis thing so easy and makes it so much fun, specially when accelerating out of a corner.But there's no theatre. The engine noise is there - muffled but there - while the exhaust is practically inaudible. As I said, like a Camry. Shame on you Alfa - you harp on about Giulietta's history and forget the soundtrack.VERDICTCome to the front of the class, Alfa! The Giulietta - finally - strikes a superb balance of day-to-day practicality with a chassis and engine that invites enthusiastic driving. It's dulled by a bland exhaust note and a lack of an automatic option will lose punters but it's still a great car.OWNERSHIPPrice $41,990Warranty 3 years, 100,000km, roadside assistResale 65%Service Interval 20,000km or 12 monthsEconomy 7.6 l/100km; 177g/km CO2Safety six airbags, ESC, ABS, EBD, EBA, TC.Crash rating 5 starEngine 173kW/340Nm 1.75-litre turbo-petrolTransmission Six-speed manualBody 5-door, 5 seatsDimensions 4351 (L); 1798mm (W); 1465mm (H); 2634mm (WB)Weight 1320kg
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